Cessna 177 - Flying Club of Kansas City

Transcription

Pilot’s Operating Handbook
Cardinal
1977 Cessna 177B
Serial No. 17702629
Registration No. N110PF
THIS HANDBOOK INCLUDES THE MATERIAL
REQUIRED TO BE FURNISHED TO THE PILOT
BY FAR PART 23
CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS, USA
CESSNA 177B
INTRODUCTION
PERFORMANCE –SPECIFICATIONS
SPEED
Maximum at Sea Level --------------------------------- 139 KNOTS
Cruise, 75% Power at 10,000 Ft --------------------- 130 KNOTS
Cruise: Recommended Lean Mixture with fuel allowance
Engine start, taxi, takeoff, climb, and 45%
Reserve at 45%
75% Power at 10,000 Ft --------------------------- Range 535 NM
49 Gallons Usable Fuel ------------------- Time 4.2 Hours
75% Power at 10,000 Ft --------------------------- Range 675 NM
Maximum Range at 10,000 Ft -------------------- Range 615 NM
Maximum Range at 10,000 Ft -------------------- Range 780 NM
RATE OF CLIMB AT SEA LEVEL-------------------------------- 840 FPM
SERVICE CEILING ------------------------------------------------ 14,600 FT
TAKEOFF PERFORMANCE:
Ground Roll ---------------------------------------------------- 750 FT
Total Distance Over a 50-Ft Obstacle ------------------- 1400 FT
LANDING PERFORMANCE:
Ground Roll ---------------------------------------------------- 600 FT
Total Distance Over a 50-Ft Obstacle -------------------- 1220 Ft
STALL SPEED (CAS)
Flaps Up, Power Off -------------------------------------- 55 KNOTS
Flaps Down, Power Off ---------------------------------- 46 KNOTS
MAXIMUM WEIGHT -------------------------------------------- 2500 Pounds
STANDARD EMPTY WEIGHT
Cardinal
-------------------------------------------- 1533 Pounds
Cardinal II
-------------------------------------------- 1560 Pounds
MAXIMUM USEFUL LOAD
Cardinal
----------------------------------------------967 Pounds
Cardinal II
----------------------------------------------940 Pounds
BAGGAGE ALLOWANCE---------------------------------------120 Pounds
WING LOADING Pounds / S.F.------------------------------------------14.4
POWER LOADING Pounds / HP ----------------------------------------13.9
FUEL CAPACITY Total
Standard Tanks -------------------------------------------- 50 Gallons
Long Range Tanks ---------------------------------------- 61 Gallons
OIL CAPACITY
------------------------------------------------------ 9.Qts
ENGINE
180 BHP at 2700 RPM
PROPELLER Constant Speed, Diameter
NOTE: AIRCRAFT N110PF IS EQUIPPED WITH STANDARD TANKS.
i
CESSNA 177B
INTRODUCTION
CONGRATULATIONS
Welcome to the ranks of Cessna Owners! Your Cessna has been designed and
constructed to give you the most in performance, economy, and comfort. It is our
desire that you will find flying it, either for business or pleasure, a pleasant and
profitable experience.
This Pilot’s Operating Handbook has been prepared as a guide to help you get
the most pleasure and utility from your airplane. It contains information about
your Cessna’s equipment, operating procedures, and performance; and
suggestions for its servicing and care. We urge you to read it from cover to
cover, and to refer to it frequently.
Our interest in your flying pleasure has not ceased with your purchase of a
Cessna. Worldwide, the Cessna Dealer Organization, backed by the Cessna
Customer Services Department stands ready to serve your. The following
services are offered by most Cessna Dealers:
¾ THE CESSNA WARRANTY, which provides coverage for parts and labor,
is available at Cessna Dealers worldwide.
Specific benefits and
provisions of warranty, plus other important benefits for you, are contained
in your Customer Care Program book, supplied with your airplane.
Warranty service is available to you at authorized Cessna Dealers
throughout the world upon presentation of your Customer Care Card
which establishes your eligibility under the warranty
¾ FACTORY TRAINED PERSONNEL to provide you with courteous expert
service.
¾ FACTORY APPROVED SERVICE EQUIPMENT to provide you efficient
accurate workmanship.
¾ A STOCK OF GENUINE CESSNA SERVICE PARTS on hand when you
need them
¾ THE LATEST AUTHORITATIVE INFORMATION FOR SERVICING
CESSNA AIRPLANES, since Cessna Dealers have all of the Service
Manuals and Parts Catalogs, kept current by Service Letters and Service
News Letters, published by Cessna Aircraft Company
We urge all Cessna owners to use the Cessna Dealer Organization to the fullest.
A current Cessna Dealer Directory accompanies your new airplane. The
Directory is revised frequently, and a current copy can be obtained from your
Cessna Dealer. Make your Directory one of your cross-country planning aids; a
warm welcome awaits your at every Cessna Dealer.
ii
CESSNA 177B
INTRODUCTION
TABLE OF CONTENTS
GENERAL ------------------------------------------------------SECTION 1
LIMITATIONS ---------------------------------------------------------------2
EMERGENCY PROCEDURES -----------------------------------------3
NORMAL PROCEDURES------------------------------------------------4
PERFORMANCE -----------------------------------------------------------5
WEIGHT & BALANCE / EQUIPMENT LIST -------------------------6
AIRPLANE & SYSTEMS DESCRIPTIONS --------------------------7
AIRPLANE HANDLING SERVICE & MAINTENANCE ------------8
SUPLEMENTS
(Optional Systems Description & Operating Procedures) --------9
iii
CESSNA 177B
SECTION 1
GENERAL
SECTION 1
GENERAL
TABLE OF CONTENTS
Three View --------------------------------------------------------------------- 1-2
Introduction--------------------------------------------------------------------- 1.3
Descriptive Data
Engine --------------------------------------------------------------------- 1.3
Propeller ------------------------------------------------------------------- 1-3
Fuel ------------------------------------------------------------------------- 1.3
Oil --------------------------------------------------------------------------- 1-4
Maximum Certificated Weights -------------------------------------- 1-4
Standard Airplane Weights ------------------------------------------- 1-5
Cabin and Entry Dimensions ----------------------------------------- 1-5
Baggage Space and Entry Dimensions --------------------------- 1-5
Specific Loadings ------------------------------------------------------- 1-5
Symbols, Abbreviations and Terminology
General Airspeed Terminology and Symbols -------------------- 1-5
Meteorological Terminology ------------------------------------------ 1-6
Engine Power Terminology ------------------------------------------- 1-6
Airplane Performance and Flight Planning Terminology ------ 1-6
Weight and Balance Terminology----------------------------------- 1-7
1-1
CESSNA 177B
SECTION 1
GENERAL
Figure 1-1 Three – View
1-2
CESSNA 177B
SECTION 1
GENERAL
INTRODUCTION
This handbook contains 9 sections, and includes the material required to be
furnished to the pilot by FAR Part 23. It also contains supplemental data
supplied by Cessna Aircraft Company.
Section 1 provides basic data and information of general interest and also
contains definitions or explanations of symbols, abbreviations, and terminology
commonly used.
DESCRIPTIVE DATA
ENGINE
Number of Engines: 1
Engine Manufacturer: Avco Lycoming
Engine Model Number – O-360-AAF6D
Engine Type: Normally-aspirated, direct-drive, air-cooled, horizontally-opposed,
carburetor-equipped, four-cylinder engine with 361 cu. In. displacement
Horsepower Rating and Engine Speed: 180 rated BHP at 2700 RPM
PROPELLER
Propeller Manufacturer: McCauley Accessory Division
Propeller Model Number: B2D34C211 / 82PCA – 6
Number of blades: 2
Propeller Diameter, Maximum: 76”
Minimum: 75:
Propeller Type: Constant speed and hydraulically actuated, with a low pitch
setting of 12.1° and a high pitch setting of 26.0° (30 inch station)
FUEL
Approved Fuel Grades (and Colors)
100 LL Grade Aviation Fuel (Blue)
100 (Formerly 100/130 Grade Aviation Fuel (Green)
Fuel Capacity
Standard Tanks:
Total Capacity: 50 gallons
Total Capacity, each tank: 25 gallons
Total Usable: 49 gallons
Long-range tanks
Total Capacity: 61 gallons
Total Capacity, each tank: 30.5 gallons
Total Usable: 60 gallons
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CESSNA 177B
SECTION 1
GENERAL
NOTE
To ensure maximum fuel capacity when refueling, place the fuel selector valve in
either LEFT or RIGHT position to prevent cross-feeding
OIL
Oil Grade (Specification)
MIL-L-6082 Aviation Grade Straight Mineral Oil: Use to replenish supply
during first 25 hours and at the first 25 hour oil-change. Continue to use until a
total of 50 hours has accumulated or oil consumption has stabilized.
NOTE
The airplane was delivered from the factory with a corrosion-preventive aircraft
engine oil. This oil should be drained after the first 25 hours of operation.
MIL-L-22851 Ashless Dispersant Oil: This oil must be used after first 50 hours or
oil consumption has stabilized
Recommended Viscosity for Temperature Range
MIL –L-6082 Aviation Grade Straight Mineral Oil
SAE 50 above 16°C (60°F)
SAE 40 between -1°C (30°F) and 32°C (90°F)
SAE 20 below -12°C (10°F)
MIL –L-22851 Ashless Dispersant Oil:
SAE 40 or SAE 50 above 16°C (60°F)
Oil Capacity
Sump: 8 quarts
Total: 9 quarts
MAXIMUM CERTIFICATED WEIGHTS
Takeoff,
Normal Category 2500 pounds
Utility Category
2200 pounds
Landing
Normal Category 2500 pounds
Utility Category
2200 pounds
Weight in baggage compartment, Normal Category: Baggage, passenger on
auxiliary seat, or cargo area 2 and hatshelf – Station 142 to 185: 120 pounds
NOTE
The maximum combined weight for cargo area 2 and the hatshelf is 120 pounds.
The maximum weight capacity for the hatshelf is 25 pounds
1-4
CESSNA 177B
SECTION 1
GENERAL
Weight in baggage compartment, Utility Category: In this category, the baggage
compartment and rear seat must not be occupied
STANDARD AIRPLANE WEIGHTS
Standard Empty Weight,
Cardinal
1533 lbs
Cardinal II 1560 lbs
Maximum Useful Load
Cardinal:
Cardinal II
Normal Category
967 lbs
940 lbs
Utility Category
667 lbs
640 lbs
CABIN AND ENTRY DIMENSIONS
Detailed dimensions of the cabin interior and entry door openings are illustrated
in Section 6.
BAGGAGE SPACE AND ENTRY DIMENSIONS
Detailed dimensions of the cabin interior and entry door openings are illustrated
in Section 6.
SPECIFIC LOADINGS
Wing Loading 14.4 lbs / sq. ft.
Power Loading 13.9 lbs / hp
SYMBOLS, ABBREVIATIONS AND TEMINOLOGY
GENERAL AIRSPEED TEMINOLOGY AND SYMBOLS
KCAS
Knots Calibrated Airspeed is the indicated airspeed corrected
for position and instrument error and expressed in knots.
Knots calibrated airspeed is equal to KTAS in standard
atmosphere at sea level
KIAS
Knots Indicated Airspeed is the speed show on the airspeed
indicator and expressed in knots
KTAS
Knots True Airspeed is the airspeed expressed in knots
relative to undisturbed air which is KCAS corrected for altitude
VA
Maneuvering Speed is the maximum speed at which you many
use abrupt control travel.
VFE
Maximum Flap Extension Speed is the highest speed
permissible with wing flaps in a prescribed extended position
VNO
Maximum Structural Cruising Speed is the speed that should
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CESSNA 177B
SECTION 1
GENERAL
not be exceeded except in smooth air, then only with caution.
VNe
Never Exceed Speed is the speed limit that may not be
exceeded at any time.
VS
Stalling Speed or the minimum steady flight speed at which
the airplane is controllable
VSO
Stalling Speed or the minimum steady flight speed at which
the airplane is controllable in the landing configuration at the
most forward center of gravity
VX
Best Angle-of-Climb Speed is the speed which results in the
greatest gain of altitude in a given horizontal distance
VY
Best Rate-of-Climb Speed is the speed which results in the
greatest gain in a given time
METEOROLOGICAL TERMINOLOGY
OAT
Outside Air Temperature is the free air static temperature. It is
expressed in either Celsius (formerly Centigrade) or degrees
Fahrenheit.
Standard
Temperature
Standard Temperature is 15°C at sea level pressure altitude
and decreases by 2°C for each 1,000 feet of altitude.
Pressure
Altitude
Pressure Altitude is the altitude read from an altimeter when
the altimeter’s barometric scale has been set to 29.92 inches
of mercury (1013 mb)
ENGINE POWER TERMINOLOGY
BHP
Brake Horsepower is the power developed by the engine
RPM
Revolutions per minute is the engine speed
MP
Manifold Pressure is a pressure measured in the engine’s
induction system and is expressed in inches of mercury (Hg)
AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY
Demonstrated
Demonstrated Crosswind Velocity is the velocity of the
Crosswind
crosswind component for which adequate control of the
Velocity
airplane during takeoff and landing was actually demonstrated
during certification tests. The value shown is not considered
to be limiting.
Usable Fuel
Usable Fuel is the fuel available for flight planning
1-6
CESSNA 177B
SECTION 1
GENERAL
Unusable
Fuel
Unusable Fuel is the quantity of fuel that can not be safely
used in flight
GPH
Gallons per Hour is the amount of fuel (in gallons) consumed
per hour.
NMPG
Nautical Miles per Gallon is the distance (in nautical miles)
which can be expected per gallon of fuel consumed at a
specific power setting and / or flight configuration.
G
G is acceleration due to gravity
WEIGHT AND BALANCE TERMINOLOGY
Reference
Reference Datum is an imaginary plane from which all
Datum
horizontal distances are measured for balance purposes
Station
Station is a location along the airplane fuselage given in terms
of the distance from the reference datum.
Arm
Arm is the horizontal distance from the reference datum to the
center of gravity (C.G.) of an item
Moment
Moment is the product of the weight of an item multiplied by its
arm. (Moment divided by the constant 1000 is used in this
handbook to simplify balance calculations by reducing the
number of digits).
Center of
Gravity (C.G.)
Center of Gravity is the point at which an airplane, or
equipment, would balance if suspended. Its distance from the
reference datum is found dividing the total moment by the total
weight of the airplane
C.G. Arm
Center of Gravity Arm is the arm obtained by adding the
airplane’s individual moments and dividing the sum by the total
weight.
C.G. Limits
Center of Gravity Limits are the extreme center of gravity
locations within which the airplane must be operated at a given
weight.
Standard
Empty Weight
Standard Empty Weight is the weight of a standard airplane,
including unusable fuel, full operating fluids and full engine oil.
Basic Empty
Weight
Basic Empty Weight is the standard empty weight plus the
weight of optional equipment
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CESSNA 177B
SECTION 1
GENERAL
Useful Load
Useful Load is the difference between takeoff weight and the
basic empty weight.
Gross
(Loaded)
Weight
Gross (Loaded) Weight is the maximum weight approved for
the start of the takeoff run.
Maximum
Landing
Weight
Maximum Landing Weight is the maximum weight approved
for the landing touchdown
Tare
Tare is the weight of chocks, blocks, stands, etc. used in
weighing an airplane, and is included in the scale readings.
Tare is deducted from the scale reading to obtain the actual
(net) airplane weight.
1-8
CESSNA 177B
SECTION 2
LIMITATIONS
SECTION 2
LIMITATIONS
TABLE OF CONTENTS
Introduction--------------------------------------------------------------------- 2-1
Airspeed Limitations --------------------------------------------------------- 2-2
Airspeed Indicator Markings ----------------------------------------------- 2-2
Power Plant Limitations ----------------------------------------------------- 2-2
Power Plant Instrument Markings ---------------------------------------- 2-3
Weight Limits
Normal Category -------------------------------------------------------- 2-3
Utility Category----------------------------------------------------------- 2-4
Center of Gravity Limits
Normal Category -------------------------------------------------------- 2-4
Maneuver Limits
Normal Category -------------------------------------------------------- 2-4
Flight Load Factor Limits
Normal Category -------------------------------------------------------- 2-5
Kinds of Operation Limits--------------------------------------------------- 2-5
Fuel Limitations --------------------------------------------------------------- 2-6
Placards------------------------------------------------------------------------- 2-7
INTRODUCTION
Section 2 includes operating limitations, instrument markings and basic placards
necessary for the safe operation of the airplane, its engine, standard systems,
and standard equipment. The limitations included in this section have been
approved by the Federal Aviation Administration. When applicable, limitations
associated with optional systems or equipment are included in Section 9.
NOTE
The airspeeds listed in the Airspeed Limitations chart (figure 2-1) and the
Airspeed Indicator Markings Chart (Figure 2-2) are based Airspeed Calibration
data shown in Section 5 with the normal static source. If the alternate static
source is being used, ample margins should be observed to allow for the
airspeed calibration variations between the normal and alternate static sources
as shown in Section 5.
Your Cessna is certificated under FAA Type Certificate No. A13CE as Cessna
Model No 177B.
2-1
CESSNA 177B
SECTION 2
LIMITATIONS
AIRSPEED LIMITATIONS
Airspeed limitations and their operational significance are shown in figure 2-1.
SPEED
Never Exceed Speed
KCAS
161
KIAS
167
VNO
Maximum Structural
Cruising Speed
134
138
VA
Maneuvering Speed
2500 pounds
2100 pounds
1700 pounds
Maximum Flap Extended
Speed
To 10° Flaps
10° to 30° Flaps
Maximum Window Open
Speed
101
93
84
102
93
83
113
90
104
115
90
105
VNE
VFE
REMARKS
Do not exceed this speed in any
operation
Do not exceed this sped except
in smooth air, and then only with
caution
Do not make full or abrupt
control movements above this
speed.
Do not exceed these speeds with
the given flap settings
Do not exceed this speed with
windows open
Figure 2-1 Airspeed Limitations
AIRSPEED INDICATOR MARKINGS
Airspeed indicator markings and their color code significance are shown in figure
2-2.
MARKING
White Arc
KIAS VALUE
OR RANGE
45 – 90
Green Arc
54 – 138
Yellow Arc
138 – 167
Red Line
167
SIGNIFICANCE
Full Flap Operating Range. Lower limit is maximum weight VSO
in landing configuration. Upper limit is maximum speed
permissible with flaps extended.
Normal Operating Range. Lower limit is maximum weight VS at
most forward C.G. with flaps retracted. Upper limit is maximum
cruising speed
Operations must be conducted with caution and only in smooth
air
Maximum speed for all operations.
Figure 2-2 Airspeed Indicator Markings
POWER PLANT LIMITATIONS
Engine Manufacturer: Avco Lycoming
Engine Serial Number: O-360-A1F6D
Engine Operating Limits for Takeoff and Continuous Operations
Maximum Power: 180 BHP
Maximum Engine Speed: 2700 RPM
Maximum Cylinder Head Temperature: 260°C (500°F)
Maximum Oil Temperature: 118°C (245°F)
2-2
CESSNA 177B
SECTION 2
LIMITATIONS
Oil Pressure,
Minimum 25 psi
Maximum 100 psi
Fuel Pressure, Minimum 2 psi
Maximum 8 psi
Propeller Manufacturer: McCauley Accessory Division
Propeller Model Number: B2D34C211 / 82PCE-6
Propeller Diameter, Maximum: 76 inches
Minimum: 75 inches
Propeller Blade Angle at 30 inch station, Low: 12.1°
High: 26.0°
Propeller Operating Limits: Avoid continuous operations between 1700 and 1900
RPM with less than 10 inches manifold pressure.
POWER PLANT INDICATOR MARKINGS
Power plant instrument markings and their color code significance are shown in
figure 2-3
INSTRUMENT
RED LINE
MINIMUM LIMIT
Tachometer
SL to 8,000 Ft
------
8,000 Ft and
above
Manifold
Pressure
Oil Temperature
Cylinder Head
Temperature
Fuel Pressure
Oil Pressure
Carburetor Air
Temperature
GREEN ARC
NORMAL
OPERATING
2100 – 2500
RPM (inner arc)
YELLOW ARC
CAUTION
RANGE
1700 – 1900
RPM
RED LINE
MAXIMUM LIMIT
------
2100 – 2700
RPM (outer arc)
15 – 24 in Hg.
------
------
-----------
100° - 125° F
200° - 500° F
-----------
245°F
500°F
2 psi
25 psi
------
2 - 8 psi
60 – 90 psi
------
-----------15°C - 5°C
8 psi
100 psi
------
2700 RPM
Figure 2-3 Power Plant Instrument Markings
WEIGHT LIMITS
NORMAL CATEGORY
Maximum Takeoff Weight: 2500 lbs
Maximum Landing Weight 2500 lbs
Weight in Baggage Compartment, Normal Category: Baggage, passenger on
auxiliary seat, or cargo area 2 and hatshelf – Station 142 to 185 120 lbs.
2-3
CESSNA 177B
SECTION 2
LIMITATIONS
NOTE
The maximum combined weight capacity for cargo area 2 and the hatshelf is 120
pounds. The maximum weight capacity for the hatshelf is 25 lbs.
UTILITY CATEGORY
Maximum Takeoff Weight: 2200 lbs
Maximum Landing Weight 2200 lbs
Weight in Baggage Compartment: in the utility category, the baggage
compartment and rear seat must not be occupied.
CENTER OF GRAVITY LIMITS
NORMAL CATEGORY
Center of Gravity Range:
¾ Forward: 101.0 inches aft of datum at 2000 lbs or less, to 102.2 inches aft
of datum at 225 lbs; to 105.7 inches aft of datum at 2500 pounds, with
straight ling variation between points.
¾ Aft: 114.5 inches aft of datum at all weights
¾ Reference Datum: 54.0 inches forward of front face of lower portion of
firewall
UTILITY CATEGORY
Center of Gravity Range:
¾ Forward: 101.0 inches aft of datum at 2000 lbs or less, with straight line
variation to 102.0 inches aft of datum at 2200 lbs
¾ Aft: 109 inches aft of datum at all weights
¾ Reference Datum: 54.0 inches forward of front face of lower portion of
firewall
MANEUVER LIMITS
This airplane is certificated in both the normal and utility category. The normal
category is applicable to aircraft intended for non-aerobatic operations. These
include any maneuvers incidental to normal flying, stalls (except whip stalls) lazy
eights, chandelles, and turns in which the angle be bank is not more than 60°.
Aerobatic maneuvers, including spins, are not approved.
UTILITY CATEGORY
This airplane is not designed for purely aerobatic flight. However, in the
acquisition of various certificates such as commercial pilot, instrument pilot and
flight instructor, certain maneuvers are required by the FAA. All of these
maneuvers are permitted in this airplane when operated in the utility category.
In the utility category, the baggage compartment and rear seat must not be
occupied. No aerobatic maneuvers are approved except those listed below:
2-4
CESSNA 177B
MANEUVER
SECTION 2
LIMITATIONS
RECOMMENDED ENTRY SPEED*
Chandelles ----------------------------------------------------100 knots
Lazy Eights----------------------------------------------------100 knots
Steep Turns ---------------------------------------------------100 knots
Spins------------------------------------------------ Slow Deceleration
Stalls ------------------------------------------------ Slow Deceleration
* Abrupt use of controls is prohibited above 102 knots
Aerobatics that may impose high loads should not be attempted. The important
thing to bear in mind in flight maneuvers is that airplane is clean in aerodynamic
design and will build up speed quickly with the nose down. Proper speed control
is an essential requirement for execution of any maneuver, and care should
always be exercised to avoid excessive speed which in turn can impose
excessive loads. In the execution of all maneuvers, avoid abrupt use of controls.
Intentional spins with flaps extended are prohibited.
FLIGHT LOAD FACTOR LIMITS
NORMAL CATEGORY
Flight Load Factors (Gross Weight – 2500 lbs)
Flaps Up ----------------------------------------------- + 3.8 g, -1.52 g
Flaps Down ------------------------------------------------------- +3.5 g
The design load factors are 150% of the above, and in all cases the structure
meets or exceeds design loads.
UTILITY CATEGORY
Flight Load Factors (Gross Weight – 2200 lbs)
Flaps Up ------------------------------------------------- + 4.4 g, -1.7 g
Flaps Down ------------------------------------------------------- +3.5 g
The design load factors are 150% of the above, and in all cases the structure
meets or exceeds design loads.
KINDS OF OPERATION LIMITS
The airplane is equipped for day VFR and may be equipped for night VFR and/or
IFR operations. FAR Part 91 establishes the minimum required instrumentation
and equipment for these operations. The reference to types of flight operations
on the operating limitations placard reflects equipment installed at the time of
Airworthiness Certificate issuance.
Flight into known icing conditions is prohibited.
2-5
CESSNA 177B
SECTION 2
LIMITATIONS
FUEL LIMITATIONS
2 Standard Tanks: 25 gallons each
Total Fuel: 50 US gallons
Usable Fuel; (all flight conditions) 49 US
Unusable Fuel: 1.0 US gallons
2 Long Range Tanks: 30.5 gallons each
Total Fuel: 61
US gallons
Usable Fuel; (all flight conditions) 49 US
Unusable Fuel: 1.0 US gallons
NOTE
To ensure maximum fuel capacity when refueling, place the fuel selector valve in
either LEFT or RIGHT position to prevent cross-feeding.
NOTE
Take off and land with the fuel selector valve in the BOTH ON position.
Approved Fuel Grades (and Colors)
100 (Formerly 100/130 Grade Aviation Fuel (Green)
2-6
CESSNA 177B
SECTION 2
LIMITATIONS
PLACARDS
The following information is displayed in the form of composite or individual
placards.
(1) In full view of the pilot: (The “DAY-NIGHT-VFR-IFR” entry, shown on the
example below, will vary as the airplane is equipped.)
This airplane must be operated in compliance with the operating limitations as
stated in the form of placards, markings, and manuals.
------------------- MAXIMUMS ------------------Normal Category
Utility Category
MANEUVERING SPEED (IAS) -------------- 102 knots ------------- 102 knots
GROSS WEIGHT--------------------------------- 2500 lbs--------------- 2200 lbs
FLIGHT LOAD FACTOR
Flaps Up ------------------------------------------ +3.8, - 1.52 ----------- +4.4, -1.78
Flaps Down -------------------------------------------+3.5 --------------------+3.5
Normal Category – No acrobatic maneuvers including spins approved.
Utility Category – Baggage compartment and rear seat must not be occupied.
-------------------NO ACROBATIC MANEUVERS APPROVED------------------EXCEPT THOSE LISTED BELOW
Maneuver Recm. Entry Speed
Maneuver
Rec’m. Entry Speed
Chandelles
100 knots
Spins
Slow Deceleration
Lazy Eights
100 knots
Stalls (except whip stalls) Slow Deceleration
Steep Turns
100 knots
Altitude loss in stall recovery – 180 feet
Abrupt use of controls prohibited above 102 knots
Spin Recovery: opposite rudder – forward stabilator – neutralize controls.
Intentional spins with flaps extended are prohibited. Flight into known icing is
prohibited. This airplane is certified for the following flight operations as of the
date of original airworthiness certificate:
DAY – NIGHT – VFR – IFR
2-7
CESSNA 177B
SECTION 2
LIMITATIONS
(2) On control lock
Control Lock – remove before starting engine
(3) On fuel shut-off control (at appropriate location):
Fuel shut-off – pull off
(4) On fuel selector valve (standard tanks):
Both - - 49 gal
Left - - 24.5 gal
Right - - 24.5 gal
Both on for takeoff and landing
(5) On fuel selector valve (long-range tanks):
Both - - 60 gal
Left - - 30 gal
Right - - 30 gal
Both on for takeoff and landing
(5) Aft of fuel tank (standard tanks)
Service this airplane with 91 / 96 minimum or 100 / 130 grade aviation gasoline. Total capacity
25 gal. Capacity to line of holes inside filler neck 22.0.
(5) Aft of fuel tank (long range tanks)
Service this airplane with 91 / 96 minimum or 100 / 130 grade aviation gasoline. Total capacity
30 gal. Capacity to line of holes inside filler neck 22.0.
(6 In baggage compartment
120 pounds maximum baggage and / or auxiliary seat passenger, including 25 pounds maximum
in baggage wall hatshelf. For additional loading instructions, see weight and balance data.
(7) Next to door ventilation window
Do not open window above 105 knots or when using alternate static source.
(8) On wing flap indicator
0° to 10°
10° - 20° - 30°
(Blue color code and 115 knot callout; also mechanical detent at
10°)
(Indices at these positions with white color code and 90 knot
callout; also, mechanical detent at 20°)
(9) On manifold gage:
With less than 10” manifold pressure, avoid continuous operation between 1700 – 1900 RPM
(10) On the instrument panel near the over-voltage light
HIGH VOLTAGE
2-8
CESSNA 177B
SECTION 3
EMERGENCY PROCEDURES
SECTION 3
TABLE OF CONTENTS
Introduction--------------------------------------------------------------------- 3-2
Airspeeds for Emergency Operation------------------------------------- 3.2
OPERATIONAL CHECKLIST
Engine Failure ----------------------------------------------------------------- 3-3
Engine Failure During Takeoff Run--------------------------------- 3-3
Engine Failure Immediately After Takeoff------------------------- 3-3
Engine Failure During Flight------------------------------------------ 3-3
Forced Landings -------------------------------------------------------------- 3-3
Emergency Landing Without Engine Power ---------------------- 3-3
Precautionary Landing with Engine Power ----------------------- 3-4
Ditching -------------------------------------------------------------------- 3-3
Fires ----------------------------------------------------------------------------- 3-4
During Start on Ground ------------------------------------------------ 3-4
Engine Fire in Flight ---------------------------------------------------- 3-5
Electrical Fire in Flight ------------------------------------------------- 3-5
Cabin Fire ----------------------------------------------------------------- 3-5
Wing Fire ------------------------------------------------------------------ 3-5
Icing ------------------------------------------------------------------------------ 3-6
Inadvertent Icing Encounter ------------------------------------------ 3-6
Static Source Blockage
(Erroneous Instrument Reading Suspected) ------------ 3-6
Landing with a Flat Main Tire---------------------------------------------- 3-6
Electrical Power Supply System Malfunctions ------------------------ 3-7
Over—Voltage Light Illuminates------------------------------------- 3-7
Ammeter Shows Discharge------------------------------------------- 3-7
AMPLIFIED PROCEDURES
Engine Failures --------------------------------------------------------------- 3-7
Forced Landings -------------------------------------------------------------- 3-7
Fires ----------------------------------------------------------------------------- 3-8
Emergency Operations in Clouds (Vacuum System Failure) ------ 3-8
Executing a 180° Turn in Clouds ------------------------------------ 3-8
Emergency Descent Through Clouds ------------------------------ 3-9
3-1
CESSNA 177B
SECTION 3
Recovery From a Spiral Dive----------------------------------------- 3-9
Flight In Icing Conditions ------------------------------------------------- 3-10
Static Source Blocked------------------------------------------------ 3-10
Spins--------------------------------------------------------------------------- 3-10
Rough Engine Operation Or Loss Of Power------------------------- 3-11
Carburetor Icing ------------------------------------------------------- 3-11
Spark Plug Fouling---------------------------------------------------- 3-11
Magneto Malfunction ------------------------------------------------- 3-11
Low Oil Pressure ------------------------------------------------------ 3-11
Electrical Power Supply Malfunctions --------------------------------- 3-12
Excessive Rate of Charge ------------------------------------------ 3-12
Insufficient Rate of Charge ----------------------------------------- 3-13
INTRODUCTION
Section 3 provides checklist and amplified procedures for coping with
emergencies that may occur. Emergencies caused by airplane or engine
malfunctions are extremely rare if proper preflight inspections and maintenance
are practiced. Enroute weather emergencies can be minimized or eliminated by
careful flight planning and good judgment when unexpected weather is
encountered. However, should an emergency arise the basic guidelines
described in this section should be considered and applied as necessary to
correct the problem. Emergency procedures associated with the ELT and other
optional systems can be found in Section 9
AIRSPEEDS FOR EMERGENCY OPERATION
Engine failure after takeoff:
Wing Flaps Up-----------------------------------------70 KIAS
Wing Flaps Down-------------------------------------65 KIAS
Maneuvering Speed
2500 Lbs ---------------------------------------------- 102 KIAS
2100 Lbs ------------------------------------------------93 KIAS
1700 Lbs ------------------------------------------------83 KIAS
Maximum Glide
2500 Lbs ------------------------------------------------75 KIAS
2100 Lbs ------------------------------------------------70 KIAS
1700 Lbs ------------------------------------------------65 KIAS
Precautionary landing with engine power ---------------65 KIAS
Landing without engine power
Wing Flaps Up-----------------------------------------75 KIAS
Wing Flaps Down-------------------------------------65 KIAS
3-2
CESSNA 177B
SECTION 3
OPERATIONAL CHECKLISTS
ENGINE FAILURES
ENGINE FAILURE DURING TAKEOFF RUN
1. Throttle - - IDLE
2. Brakes - - APPLY
3. Wing Flaps - - RETRACT
4. Mixture - - IDLE CUT-OFF
5. Ignition Switch - - OFF
6. Master Switch - - OFF
ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF
1. Airspeed - - 70 KIAS
3. Fuel Shut-off Valve - - OFF (pull sharply to break safety wire)
5. Wing Flaps - - AS REQUIRED
ENGINE FAILURE DURING FLIGHT
2. Carburetor Heat - - ON
3. Fuel Selector - - BOTH
4. Fuel Shutoff Valve - - ON
5. Mixture - - RICH
6. Auxiliary Fuel Pump - - ON for 3-5 seconds with throttle open ½ inch; then
OFF
7. Ignition Switch - - BOTH (or START if propeller has stopped).
FORCED LANDINGS
EMERGENCY LANDING WITHOUT ENGINE POWER
1. Airspeed - - 75 KIAS (flaps UP), / 65 KIAS (flaps DOWN)
3. Fuel Shut-off Valve - - OFF (pull sharply to break safety wire)
5. Wing Flaps - - AS REQUIRED (30° recommended)
7. Doors - - UNLATCH PRIOR TO TOUCHDOWN
8. Touchdown - - SLIGHTLY TAIL LOW
9. Brakes - - APPLY HEAVILY
3-3
CESSNA 177B
SECTION 3
PRECAUTIONARY LANDING WITH ENGINE POWER
2. Wing Flaps - - 15°
3. Selected Field - - FLY OVER, noting terrain and obstructions, then
retract flaps upon reaching s safe altitude and airspeed
4. Radio and Electrical Switches - - OFF
5. Wing Flaps - - 30° (on final approach)
8. Doors - - UNLATCH PRIOR TO TOUCHDOWN
9. Touchdown - - SLIGHTLY TAIL LOW
11. Brakes - - APPLY HEAVILY
DITCHING
1. Radio - - TRANSMIT MAYDAY on 121.5 MHz, giving location and
intentions.
2. Heavy Objects (in baggage area) - - SECURE OR JETTISON
3. Flaps - - 30°
4. Approach - - High Winds, Heavy Seas - - INTO THE WIND
Light Winds, Heavy swells - - PARALLEL TO SWELLS
5. Power - - ESTABLISH 300 FT / MIN DESCENT AT 60 KIAS
6. Cabin Doors - - UNLATCH
7. Touchdown - - LEVEL ATTITUDE AT 300 FT / MIN DESCENT
8. Face - - CUSHION at touchdown with folded coat
9. Airplane - - EVACUATE through cabin doors. If necessary, open vent
window to flood cabin to equalize pressure so doors can be opened.
10. Life Vests and Raft - - INFLATE
FIRES
DURING START ON GROUND
1. Cranking - - CONTINUE to get a start which would suck the flames and
accumulated fuel through the carburetor and into the engine.
If engine starts:
2. Power - - 1800 for a few minutes
3. Engine - -SHUDOWN and inspect for damage
If engine fails to start:
4. Cranking - - CONTINUE
5. Fire Extinguisher - - OBTAIN (have ground attendants obtain if not
installed)
6. Engine - - SECURE
3-4
CESSNA 177B
SECTION 3
a. Master Switch - - OFF
b. Ignition Switch - - OFF
c. Fuel Shutoff Valve - - OFF (pull sharply to break safety wire)
7. Fire - - EXTINGUISH using fire extinguisher, wool blanket or dirt
8. Fire damage - - INSPECT, repair damage or replace components or wiring
before conducting another flight.
ENGINE FIRE IN FLIGHT
2. Fuel shutoff Valve - - OFF (pull sharply to break safety wire)
4. Cabin Heat and Air - - OFF (except overhead vents)
5. Airspeed - - 105 KIAS (if fire is not extinguished, increase glide)
6. Forced Landing - - EXECUTE (as described in Landing Without Engine
Power)
ELECTRICAL FIRE IN FLIGHT
2. All Other Switches (except ignition switch) - - OFF
3. Vents / Cabin Air / Heat - - CLOSED
4. Fire Extinguisher - - ACTIVATE (if available)
WARNING
After discharging an extinguisher within closed cabin, ventilate the cabin.
If fire appears out and electrical power is necessary for continuance of flight:
5. Master Switch - - ON
6. Circuit Breakers - - CHECK for faulty circuit, do not reset.
7. Radio / Electrical Switches - - ON one at a time, with delay after each until
short circuit is localized.
8. Vents / Cabin Air / Heat - - OPEN when it is ascertained that fire is
completely extinguished.
CABIN FIRE
2. Vents / Cabin Air / Heat - - CLOSED to avoid drafts
3. Fire Extinguisher - - ACTIVATE (if available)
WARNING
After discharging an extinguisher within closed cabin, ventilate the cabin.
4. Land the airplane as soon as possible to inspect for damage.
WING FIRE
3-5
CESSNA 177B
SECTION 3
1. Navigation Light Switch - - OFF
2. Pitot Heat Switch (If installed) - - OFF
3. Strobe Light Switch (if installed) - - OFF
NOTE
Perform a sideslip to keep the flames away from the fuel tank and cabin, and
land as soon as possible
ICING
INADVERTANT ICING ENCOUNTER
1. Turn pitot heat switch ON ( if installed)
2. Turn back or change altitude to obtain an outside air temperature that is
less conducive to icing.
3. Pull cabin heat and defroster controls full out to obtain maximum
windshield defroster effectiveness.
4. Increase engine speed to minimize ice build-up on propeller blades.
5. Watch for signs of carburetor air filter ice and apply carburetor heat as
required. Unexplained loss of manifold pressure could be caused by
carburetor ice or air intake filter ice. Lean the mixture if carburetor heat is
used continuously.
6. Plan a landing at the nearest airport. With an extremely rapid ice build-up,
select a suitable “off airport” site.
7. With an ice accumulation of ¼ inch or more on the wing leading edges, be
prepared for significantly higher stall speed.
8. Leave wing flaps retracted. With a sever ice build-up on the stabilator, the
change in wing wake airflow direction caused by wing flap extension could
result in a loss of stabilator effectiveness.
9. Perform a landing approach using a forward slip, if necessary for improved
visibility.
10. Approach at 75-85 KIAS, depending upon the amount of ice accumulation
11. Perform a landing in a level attitude
STATIC SOURCE BLOCKAGE
(Erroneous Instrument Reading Suspected)
1. Vent windows - - CLOSED
2. Alternate Static Source Valve - - PULL ON
3. Airspeed - - Consult appropriate table in Section 5
LANDING WITH A FLAT MAIN TIRE
1. Wing Flaps - - AS DESIRED (0° to 10° below 115 KIAS; 10° – 30° below
90 KIAS)
2. Make normal approach
3-6
CESSNA 177B
SECTION 3
3. Touchdown - - GOOD TIRE FIRST, hold airplane off flat tire as long as
possible with aileron control.
ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS
OVER-VOLTAGE LIGHT ILLUMINATES
1. Master Switch - - OFF (both sides)
3. Over-Voltage Light - - OFF
If over-voltage light illuminates again:
4. Flight - - TERMINATE as soon as practical.
AMMETER SHOWS DISCHARGE
5. Alternator - - OFF
6. Nonessential Electrical Equipment - - OFF
7. Flight - - TERMINATE as soon as practical
ENGINE FAILURES
If an engine failure occurs during the takeoff run, the most important thing to do is
stop the airplane on the remaining runway. Those extra items on the checklist
will provide added safety during a failure of this type.
Prompt lowering of the nose to maintain airspeed and establish a glide attitude is
the first response to an engine failure after takeoff. In most cases, the landing
should be planned straight ahead with only small changes in direction to avoid
obstructions. Altitude and airspeed are seldom sufficient to execute a 180°
gliding turn necessary to return to the runway. The checklist procedures assume
that adequate time exists to secure the fuel and ignition systems prior to
touchdown.
After an engine failure in flight, the best glide speed as shown in figure 3-1
should be established as quickly as possible. While gliding toward a suitable
landing area, an effort should be made to identify the cause of the failure. If time
permits, an engine restart should be attempted as shown in the checklist. If the
engine cannot be restarted, a force landing without power must be completed.
FORCED LANDINGS
If all attempts to restart the engine fail and a forced landing is imminent, select a
suitable field and prepare for the landing as discussed in the checklist for engineoff emergency landings.
3-7
CESSNA 177B
SECTION 3
Before attempting an “off-airport” landing with engine power available, one
should drag the landing area at a safe but low altitude to inspect the terrain for
obstructions and surface conditions, proceeding as discussed under the
Precautionary Landing With Engine Power checklist
Prepare for ditching by securing or jettisoning heavy objects located in the
baggage area and collect folded coats for protection of occupants’ face at
touchdown. Transmit Mayday message on 121.5 MHz giving location and
intentions.
Figure 3-1 Maximum Glide
FIRES
Although engine fires are extremely rare in flight, the steps of the appropriate
checklist should be followed if one is encountered. After completion of this
procedure, execute a forced landing. Do not attempt to restart the engine.
The initial indication of an electrical fire is usually the odor of burning insulation.
The checklist for this problem should result in the elimination of the fire.
EMERGENCY OPERATION IN CLOUDS
(Vacuum System Failure)
In the event of a vacuum system failure during flight in marginal weather, the
directional indicator and attitude indicator will be disabled, and the pilot will have
to rely on the turn coordinator or the turn and bank indicator if he inadvertently
flies into clouds. The following instructions assume that only the electricallypowered turn coordinator or the turn and bank indicator is operative, and that the
pilot is not completely proficient in instrument flying.
EXECUTING A 180° TURN IN COUDS
Upon inadvertently entering the clouds, an immediate plan should be made to
turn back as follows:
3-8
CESSNA 177B
SECTION 3
1. Note the time of the minute hand and observe the position of the sweep
second hand on the clock.
2. When the sweep second hand indicates the nearest half-minute, initiate a
standard rate left turn, holding the turn coordinator symbolic airplane wing
opposite the lower left index mark for 60 seconds. Then roll back to level
flight by leveling the miniature airplane.
3. Check accuracy of the turn by observing the compass heading which
should be the reciprocal of the original heading.
4. If necessary, adjust heading primarily with skidding motions rather than
rolling motions so that the compass will read more accurately.
5. Maintain altitude and airspeed by cautious application of stabilator control.
Avoid over-controlling by keeping the hands off the control wheel as much
as possible and steering only with rudder.
EMERGENCY DESCENT THROUGH CLOUDS
If conditions preclude reestablishment of VFR flight by a 180° turn, a descent
through a cloud deck to VFR conditions may be appropriate. If possible, obtain a
radio clearance for an emergency descent through clouds. To guard against a
spiral dive, choose an easterly or westerly heading to minimize compass card
swings due to changing bank angles. In addition, keep hands off the control
wheel and steer a straight course with rudder control by monitoring the turn
coordinator.
Occasionally check the compass heading and make minor
corrections to hold an approximate course. Before descending into the clouds,
set up a stabilized let-down condition as follows:
1.
2.
3.
4.
5.
6.
7.
8.
9.
Apply full rich mixture.
Apply full carburetor heat.
Reduce power to set up a 500 to 800 ft / min rate of descent.
Adjust the stabilator and rudder trim control wheels for a stabilized
descent at 80 KIAS.
Keep hands off of control wheel.
Monitor turn coordinator and make corrections by rudder alone.
Adjust rudder trim to relieve unbalanced rudder force, if present.
Check trend of compass card movement and make cautious corrections
with rudder to stop turn.
Upon breaking out of clouds, resume normal cruising flight.
RECOVERY FROM A SPIRAL DIVE
If a spiral is encountered, proceed as follows:
1. Close the throttle.
2. Stop the turn by using coordinated aileron and rudder control to align the
symbolic airplane in the turn coordinator with the horizon reference line.
3. Cautiously apply stabilator back pressure to slowly reduce the indicated
airspeed to 80 KIAS
4. Adjust the stabilator trim control to maintain an 80 KIAS glide.
3-9
CESSNA 177B
SECTION 3
5. Keep hands off of the control wheel, using rudder control to hold a straight
heading. Use rudder trim to relieve unbalanced rudder force, if present.
6. Apply carburetor heat.
7. Clear engine occasionally, but avoid using enough power to disturb the
trimmed glide.
8. Upon breaking out of clouds, resume normal cruising flight.
FLIGHT IN ICING CONDITIONS
Flight into icing conditions is prohibited. An inadvertent encounter with these
conditions can best be handled using the checklist procedures. The best
procedure, of course, is to turn back or change altitude to escape the icing
conditions.
STATIC SOURCE BLOCKED
If erroneous instrument readings are suspected due to water or ice in the
pressure lines going to the standard external static pressure source, the alternate
static source valve should be pulled on. To avoid the possibility of large errors,
the vent windows should not be open when using the alternated static source.
The Airspeed Calibration chart (Figure 5-1) reflects the errors under the most
adverse condition (vents and windows open) and does not imply that the
alternate static source should be used with that configuration. Theses speeds
will provide an adequate margin of safety with vents and windows closed.
Altimeter readings may vary as much as 100 feet using the alternate static
source with vents and windows open.
SPINS
Should an inadvertent spin occur, the following procedures should be used:
1. RETARD THROTTLE TO IDLE POSITION.
2. PLACE AILERONS IN NEUTRAL POSITION.
3. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIRECTION OF
ROTATION
4. JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE WHEEL
BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL
5. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS.
PREMATURE RELAXATION OF THE CONTROL INPUTS MAY EXTEND
THE RECOVERY.
6. AS ROTATION STOPS, NEUTRALIZE RUDDER AND MAKE A SMOOTH
RECOVERY FROM THE RESULTING DIVE
3-10
CESSNA 177B
SECTION 3
NOTE
If disorientation precludes a visual determination of the direction of rotation, the
symbolic airplane in the turn coordinator or the needle of the turn and bank
indicator may be referred to for this information.
For additional information on spins and spin recovery, see the discussion under
SPINS in Normal Procedures (Section 4).
ROUGH ENGINE OPERATION OR LOSS OF POWER
CARBURETOR ICING
An unexplained drop in manifold pressure and eventual engine roughness may
result from the formation of carburetor ice. To clear the ice, apply full throttle and
pull the carburetor heat knot full out until the engine runs smoothly; then remove
carburetor head and readjust the throttle. If conditions require the continued use
of carburetor heat in cruise flight, use the minimum amount of heat necessary to
prevent ice from forming and lean the mixture for smoothest engine operation.
SPARK PLUG FOULING
A slight engine roughness in flight may be caused by one or more spark plugs
becoming fouled by carbon or lead deposits. This may be verified by turning the
ignition switch momentarily from BOTH to either L or R position. An obvious
power loss in single ignition operation is evidence of spark plug or magneto
trouble. Assuming that spark plugs are the most likely cause, lean the mixture to
the recommended lean setting for cruising flight. If the problem dos not clear up
in several minutes, determine if a richer mixture setting will produce smoother
operation. If not, proceed to the nearest airport for repairs using the BOTH
position of the ignition switch unless extreme roughness dictates the use of
single ignition position.
MAGNETO MALFUNCTION
A sudden engine roughness or misfiring is usually evidence of magneto
problems. Switching from BOTH to L or R ignition switch position will identify
which magneto is malfunctioning. Select different power settings and enrichen
the mixture to determine if continued operation on BOTH magnetos is
practicable. If not, switch to the good magneto and proceed to the nearest
airport for repairs.
LOW OIL PRESSURE
If low oil pressure is accompanied by normal oil temperature, there is a possibility
that the oil pressure gage or relief valve is malfunctioning or a leak has
developed in the oil line from the engine to the oil pressure gage transducer on
the firewall. A leak in this line is not necessarily cause for an immediate
precautionary landing because an orifice in the line will prevent a sudden loss of
oil from the engine sump. Low electrical system voltage will also cause low oil
pressure gage readings. This can be verified by checking the condition of the
3-11
CESSNA 177B
SECTION 3
electrical system and the indications of the other gages in the engine instrument
cluster. As electrical system voltage to the instrument cluster drops, all gage
readings will drop proportionally. In the event of a suspected mechanical or
electrical malfunction, land as soon as practical to properly identify and correct
the problem.
If a total loss of oil pressure is accompanied by a rise in oil temperature, there is
good reason to suspect an engine failure is imminent. Reduce engine power
immediately and select a suitable forced landing field. Use only the minimum
power to reach the desired touchdown spot.
ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS
Malfunctions in the electrical power supply system can be detected by periodic
monitoring of the ammeter and over-voltage warning light; however, the cause of
these malfunctions is usually difficult to determine. A broken alternator drive belt
or wiring is most likely the cause of alternator failures, although other factors
could cause the problem. A damaged or improperly adjusted voltage regulator
can also cause malfunctions. Problems of this nature constitute an electrical
emergency and should be dealt with immediately. Electrical power malfunctions
usually fall into two categories: excessive rate of charge and insufficient rate of
charge. The following paragraphs describe the recommended remedy for each
situation.
EXCESSIVE RATE OF CHARGE
After engine starting and heavy electrical usage at low engine speeds (such as
extended taxiing) the battery condition will be low enough to accept abovenormal charging during the initial part of a flight. However, after thirty minutes of
cruising flight, the ammeter should be indicating less than two needle widths of
charging current. If the charging rate were to remain above this value on a long
flight, the battery would overheat and evaporate the electrolyte at an excessive
rate. Electronic components in the electrical system could be adversely affected
by higher than normal voltage if a faulty voltage regulator setting is causing the
overcharging. To preclude these possibilities, an over-voltage sensor will
automatically shut down the alternator and the over-voltage warning light will
illuminate if the charge voltage reaches approximately 16 volts. Assuming that
the malfunction was only momentary, an attempt should be made to reactivate
the alternator system. To do this, turn both sides of the master switch off and on
again. If the problem no longer exists, normal alternator charging will resume
and the warning light will go off. If the light illuminates again, a malfunction is
confirmed. In this even, the flight should be terminated and / or the current drain
on the battery minimized because the battery can supply the electrical system for
only a limited period of time. If the emergency occurs at night, power must be
conserved for the later operation of the wing flaps and possible use of the landing
lights during landing.
3-12
CESSNA 177B
SECTION 3
INSUFFICIENT RATE OF CHARGE
If the ammeter indicates a continuous discharge rate in flight, the alternator is not
supplying power to the system and should be shut down since the alternator field
circuit may be placing an unnecessary load on the system. All nonessential
equipment should be turned off and the flight terminated as soon as practical. As
system voltage deteriorates, all of the readings in the engine instrument cluster
will drop proportionally. A complete electrical system failure will cause all
readings (including oil pressure) to drop to zero.
3-13
CESSNA 177B
SECTION 4
NORMAL PROCEDURES
SECTION 4
NORMAL PROCEDURES
TABLE OF CONTENTS
Introduction--------------------------------------------------------------------- 4-3
Speeds for Normal Operation --------------------------------------------- 4-3
CHECKLIST PROCEDURES
Preflight Inspection----------------------------------------------------------- 4-4
Cabin ----------------------------------------------------------------------- 4-4
Empennage--------------------------------------------------------------- 4-4
Right Wing, Trailing Edge --------------------------------------------- 4-5
Right Wing ---------------------------------------------------------------- 4-5
Nose------------------------------------------------------------------------ 4-5
Left Wing ------------------------------------------------------------------ 4-5
Left Wing, Leading Edge ---------------------------------------------- 4-6
Left Wing, Trailing Edge ----------------------------------------------- 4-6
Before Starting Engine ------------------------------------------------------ 4-6
Starting Engine---------------------------------------------------------------- 4-6
Before Takeoff----------------------------------------------------------------- 4-6
Takeoff -------------------------------------------------------------------------- 4-7
Normal Takeoff ---------------------------------------------------------- 4-7
Short field Takeoff------------------------------------------------------- 4-7
Enroute Climb ----------------------------------------------------------------- 4-7
Maximum Performance Climb --------------------------------------- 4-8
Cruise --------------------------------------------------------------------------- 4-8
Descent ------------------------------------------------------------------------- 4-8
Before Landing ---------------------------------------------------------------- 4-8
Landing ------------------------------------------------------------------------- 4-8
Normal Landing ------------------------------------------------------ 4-8
Short Field Landing ------------------------------------------------- 4-8
Balked Landing------------------------------------------------------- 4-9
After Landing ------------------------------------------------------------------ 4-9
Securing Airplane------------------------------------------------------------- 4-9
Starting Engine---------------------------------------------------------------- 4-9
Taxiing ------------------------------------------------------------------------ 4-10
Before Takeoff--------------------------------------------------------------- 4-11
4-1
CESSNA 177B
SECTION 4
NORMAL PROCEDURES
Warm-Up ---------------------------------------------------------------Magneto Check -------------------------------------------------------Alternator Check------------------------------------------------------Takeoff -----------------------------------------------------------------------Power Check ----------------------------------------------------------Wing Flap Settings---------------------------------------------------Crosswind Takeoff ---------------------------------------------------Enroute Climb --------------------------------------------------------------Cruise ------------------------------------------------------------------------Leaning with a Cessna Economy Mixture Indicator (EGT) Stalls --------------------------------------------------------------------------Spins--------------------------------------------------------------------------Landing ----------------------------------------------------------------------Short Field Landing --------------------------------------------------Crosswind Landing --------------------------------------------------Balked Landing -------------------------------------------------------Cold Weather Operations -----------------------------------------------Starting -----------------------------------------------------------------Flight Operations -----------------------------------------------------Hot Weather Operation --------------------------------------------------Noise Abatement -----------------------------------------------------------
4-2
4-11
4-12
4-12
4-12
4-12
4-13
4-13
4-13
4-13
4-15
4-15
4-15
4-17
4-17
4-18
4-18
4-18
4-18
4-20
4-20
4-20
CESSNA 177B
SECTION 4
NORMAL PROCEDURES
INTRODUCTION
Section 4 provides checklist and amplified procedures for the conduct of normal
operations. Normal procedures associated with Optional Systems can be found
in Section 9
SPEEDS FOR NORMAL OPERATION
Unless otherwise noted, he following speeds are based on a maximum weight of
2500 pounds and may be used for any lesser weight. However, to achieve the
performance specified in Section 5 for takeoff distances, the speed appropriate to
the particular weight must be used.
Takeoff:
Normal climbout---------------------------------------------------- 65-75 KIAS
Short Field Takeoff, Flaps 15°, speed at 50 feet--------------- 57 KIAS
Enroute Climb, Flaps Up:
Normal---------------------------------------------------------------- 75-85 KIAS
Best Rate of Climb, Sea Level ------------------------------------- 79 KIAS
Best Rate of Climb, 10,000 feet------------------------------------ 70 KIAS
Best Angle of Climb, Sea Level ------------------------------------ 65 KIAS
Best Angle of Climb, 10,000 feet ---------------------------------- 65 KIAS
Landing Approach:
Normal Approach, Flaps Up ------------------------------------ 70-80 KIAS
Normal Approach, Flaps 30°------------------------------------ 60-70 KIAS
Short Field Approach, Flaps 30° ----------------------------------- 61 KIAS
Balked Landing:
Maximum Power, Flaps 20° ---------------------------------------- 65 KIAS
Maximum Recommended Turbulent Air Penetration Speed:
2500 Lbs ---------------------------------------------------------------- 102 KIAS
2100 Lbs ----------------------------------------------------------------- 93 KIAS
1700 Lbs ----------------------------------------------------------------- 83 KIAS
Maximum Demonstrated Crosswind Velocity:
Takeoff or Landing ----------------------------------------------------16 Knots
4-3
CESSNA 177B
SECTION 4
NORMAL PROCEDURES
NOTE
Visually check airplane for general condition during walk-around inspection. In
cold weather, remove even small accumulations of frost, ice, or snow from wing,
tail, and control surfaces. Also, make sure that control surfaces contain no
internal accumulations of ice or debris. If a night flight is planned, check
operation of all lights and make sure a flashlight is available.
Figure 4-1 Preflight Inspection
CHECKLIST PRCEDURES
PREFLIGHT INSPECTION
CABIN
1. Control Wheel Lock - - REMOVE
4. Fuel Quantity Indicators - - CHECK QUANTITY
6. Fuel Selector Valve - - BOTH
7. Fuel Shutoff Valve Knob (Safety wired) - - ON
8. Baggage Door - - CHECK for security, lock with key if child’s seat is to be
occupied
EMPENAGE
1. Rudder Gust Lock - - REMOVE
2. Tail Tie-Down - - DISCONNECT
4-4
CESSNA 177B
SECTION 4
NORMAL PROCEDURES
3. Control Surfaces - - CHECK for freedom of movement and security
RIGHT WING Trailing Edge
1. Aileron - - CHECK for freedom of movement and security
2. Fuel Tank Vent Opening (at wing tip trailing edge) - - CHECK for stoppage
RIGHT WING
1. Wing Tie-Down - - DISCONNECT
2. Main Wheel Tire - - CHECK for proper inflation
3. Before first flight and after each refueling, use sampler cup and drain small
quantity of fuel from fuel tank sump quick-drain valve to check for water,
sediment and proper fuel grade.
4. Fuel Quantity – CHECK VISUALLY for desired level
5. Fuel Filler Cap - - SECURE
NOSE
1. Static Source Openings (Both sides of fuselage) - - CHECK for stoppage
2. Engine Oil Level - - CHECK; do not operate with less than 6 quarts. Fill
to eight quarts for extended flights.
sediment. Check strainer drain closed If water is observed, the fuel
system may contain additional water, and further draining of the system at
the strainer, fuel tank sumps, fuel selector valve drain plug, fuel vent line
drain plugs, and fuel reservoir quick-drain valve will be necessary
4. Propeller and Spinner - - CHECK for nicks, security and oil leaks
5. Carburetor Air Filter (inside left nose cap opening) - - CHECK for condition
and cleanliness
6. Landing and Taxi Lights - - CHECK for condition and cleanliness
7. Nose Wheel Strut and Tire - - CHECK for proper inflation
8. Nose Tie-Down - - DISCONNECT
LEFT WING
1. Main Wheel Tire - - CHECK for proper inflation
sediment and proper fuel grade.
3. Fuel Quantity – CHECK VISUALLY for desired level
4. Fuel Filler Cap - - SECURE
4-5
CESSNA 177B
SECTION 4
NORMAL PROCEDURES
LEFT WING LEADING EDGE
1. Stall Warning Opening - - CHECK for stoppage. To check the system,
place a clean handkerchief over the vent opening and apply suction; a
sound from the waning horn will confirm system operation
2. Pitot Tube Cover - - REMOVE and check for stoppage
3. Wing Tie-Down - - DISCONNECT
LEFT WING Trailing Edge
1. Fuel Tank Vent Opening (at wing tip trailing edge) - - CHECK for stoppage
2. Aileron - - CHECK for freedom of movement and security
BEFORE STARTING ENGINE
1. Preflight Inspection - - COMPLETE
2. Seats, Belts, Shoulder Harnesses - - ADJUST and LOCK
3. Fuel Selector Valve - - BOTH ON
4. Fuel Shutoff Knob - - ON (safety wire secure)
5. Radios, Autopilot, Electrical Equipment - - OFF
6. Brakes - - TEST and SET
7. Cowl Flaps - - OPEN (move lever out of locking hole to reposition)
8. Circuit Breakers - - IN
STARTING ENGINE
1. Mixture - - RICH
2. Propeller - - HIGH RPM
3. Carburetor Heat - - COLD
5. Prime - - AS REQUIRED (I to 6 strokes; none if engine is warm)
6. Throttle - - OPEN ½ INCH
7. Propeller Area - - CLEAR
8. Ignition Switch - - START (release when engine starts)
9. Oil Pressure - - CHECK
BEFORE TAKEOFF
1. Parking Break - - SET
2. Cabin Doors - - CLOSED AND LOCKED
3. Flight Controls - - FREE AND CORRECT
4. Flight Instruments - - CHECK
5. Fuel Shutoff Valve - - CHECK ON
6. Fuel Selector Valve - - BOTH ON
7. Mixture - - RICH (below 3000 feet)
8. Auxiliary Fuel Pump - - CHECK (then OFF)
4-6
CESSNA 177B
SECTION 4
NORMAL PROCEDURES
NOTE
In flight, gravity feed will normally supply satisfactory fuel flow if the engine-driven
pump should fail. However, if a fuel pump failure causes the fuel pressure to
drop below 2 PSI, use the auxiliary fuel pump to assure proper engine operation.
9. Stabilator and Rudder Trim - - TAKEOFF
10. Throttle - - 1800 RPM
a. Magnetos - - Check (RPM drop should not exceed 150 RPM on
either magneto or 50 RPM differential between the magnetos)
b. Propeller - - CYCLE from high to low RPM; return to high RPM (full
in)
c. Carburetor Heat - - CHECK for RPM drop
d. Engine Instruments and Ammeter - - CHECK
e. Suction Gage - - CHECK
11. Radios - - SET
12. Flashing Beacon, Navigation Lights and / or Strobe Lights - - ON as
required
13. Throttle Friction Lock - - ADJUST
TAKEOFF
NORMAL TAKEOFF
1. Wing Flaps - - 0° – 10° (10° preferred)
2. Carburetor Heat - - OFF
3. Power - - FULL THROTTLE AND 2700 RPM
4. Stabilator Control - - LIFT NOSE WHEEL AT 50 KIAS
5. Climb speed - - 65 – 75 KIAS
6. Wing flaps - - RETRACT
SHORT FIELD TAKEOFF
1. Wing Flaps - - 15°
2. Carburetor Heat - - OFF
3. Brakes - - APPLY
5. Mixture - - FULL RICH (lean for maximum power above 3000 feet)
6. Brakes - - RELEASE
7. Stabilator Control - - LIFT NOSE WHEEL AT 50 KIAS
8. Climb speed - - 57 KIAS until obstacles are cleared)
9. Wing flaps - - RETRACT slowly after obstacles are cleared
ENROUTE CLIMB
NORMAL CLIMB
1. Airspeed - - 75 – 85 KIAS
2. Power - - 24 inches Hg or FULL THROTTLE and 2500 – 2700 RPM
3. Mixture - - FULL RICH (Mixture may be leaned above 3000 feet)
4-7
CESSNA 177B
SECTION 4
NORMAL PROCEDURES
4. Cowl Flaps - - OPEN as required
MAXIMUM PERFORMANCE CLIMB
1. Airspeed - - 79 KIAS at sea level to 70 KIAS at 10,000 feet
2. Power - - FULL THROTTLE and 2700 RPM
3. Mixture - - FULL RICH (mixture may be leaned above 3000 feet)
4. Cowl Flaps - - FULL OPEN
CRUISE
1. Power - - 15-24 INCHES Hg, 2100 – 2700 RPM (no more than 75%
power)
2. Stabilator and Rudder Trim - - ADJUST
3. Mixture - - Lean
4. Cowl Flaps - - CLOSED
DESCENT
1. Power - - AS DESIRED
NOTE
Avoid continuous operation between 1700 and 1900 RPM with less than 10
inches Hg
2. Mixture - - RICH or lean for smooth operation
3. Carburetor Heat - - AS REQUIRED to prevent carburetor icing
4. Cowl Flaps - - CLOSED
BEFORE LANDING
1. Seats. Belts, Shoulder Harnesses, - - SECURE
2. Fuel Selector - - BOTH ON
3. Mixture – RICH
4. Carburetor Heat - - ON (apply full heat before closing throttle)
5. Propeller - - HIGH RPM (full in)
LANDING
NORMAL LANDING
1. Airspeed - - 70 – 80 KIAS (flaps UP)
2. Wing Flaps - - AS DESIRED (0° – 10° below 115 KIAS, 10° – 30° below
90 KIAS)
3. Airspeed 60 – 70 KIAS, (flaps DOWN)
4. Stabilator and Ruder Trim - - ADJUST
5. Touchdown - - MAIN WHEELS FIRST
6. Landing Roll - - LOWER NOSE WHEEL GENTLY
7. Braking - - MINIMUM REQUIRED
SHORT FIELD LANDING
1. Airspeed - - 70 – 80 KIAS (flaps UP)
2. Wing Flaps - - 30° (below 90 KIAS)
3. Airspeed - - Maintain at 61 KIAS
4-8
CESSNA 177B
4.
5.
6.
7.
8.
SECTION 4
NORMAL PROCEDURES
Stabilator and Ruder Trim - - ADJUST
Power - - REDUCE TO IDLE as obstacle is cleared.
Touchdown - - MAIN WHEELS FIRST
Braking - - APPLY HEAVILY
Wing Flaps - - RETRACT for maximum braking effectiveness
BALKED LANDING
3. Wing Flaps - - RETRACT to 20°
5. Wing Flaps - - RETRACT slowly
6. Cowl Flaps- - OPEN
AFTER LANDING
1. Wing Flaps - - RETRACT
3. Cowl Flaps- - OPEN
SECURING AIRPLANE
1. Parking Brake - - SET
2. Radios, Electrical Equipment, Autopilot - - OFF
3. Mixture - - IDLE CUT OFF (pull full out)
6. Control Lock - - INSTALL
7. Fuel Selector - - RIGHT
STARTING ENGINE
Ordinarily the engine starts easily with one or two strokes of the primer in warm
temperatures to six strokes in cold weather, with the throttle open approximately
½ inch.
In extremely cold temperatures, it may be necessary to continue
priming while cranking. No priming is required when the weather is warm.
Weak intermittent firing followed by puffs of black smoke from the exhaust stack
indicates over-priming or flooding. Excess fuel can be cleared from the
combustion chambers by the following procedure: Set the mixture control full
lean and the throttle full open; then crank the engine through several revolutions
with the starter. Repeat the starting procedure without any additional priming.
If the engine is under-primed (most likely in cold weather with a cold engine) it
will not fire at all, and additional priming will be necessary. As soon as the
cylinders begin to fire, open the throttle slightly to keep it running.
4-9
CESSNA 177B
SECTION 4
NORMAL PROCEDURES
After starting, if the oil pressure does not begin to show pressure within 30
seconds in the summertime and about twice that long in very cold weather, stop
the engine and investigate. Lack of oil pressure can cause serious engine
damage.
NOTE
Additional details concerning cold weather starting and operation may be found
under COLD WEATHER OPERATIONS, paragraphs in this section.
TAXIING
When taxiing, it is important that speed and use of brakes be held to a minimum
and that all control be utilized (see Taxiing Diagram, Figure 4-2) to maintain
directional control and balance.
The carburetor heat control knob should be pushed full in during all ground
operations unless absolutely necessary for smooth engine operation. When the
knob is pulled out to the heat position, air entering the engine is not filtered.
4-10
CESSNA 177B
SECTION 4
NORMAL PROCEDURES
Taxiing over loose gravel or cinders should be done at low engine speed to avoid
abrasion and stone damage to the propeller tips.
BEFORE TAKEOFF
WARM-UP
Since the engine is closely cowled for efficient in-flight engine cooling,
precautions should be taken to avoid overheating during prolonged engine
operation on the ground. Also, long periods of idling at low RPM may cause
fouled spark plugs. If the engine accelerates smoothly, the airplane is ready for
takeoff.
4-11
CESSNA 177B
SECTION 4
NORMAL PROCEDURES
MAGNETO CHECK
The magneto check should be made at 1800 RPM as follows. Move the ignition
switch first to the R position and note RPM. Next move switch back to BOTH to
clear the other set of plugs. Then move switch to L position, note RPM and
return the switch to the BOTH position. RPM drop should not exceed 150 RPM
on either magneto or show greater than 50 RPM differential between magnetos.
A smooth drop off past normal is usually a sign of a too lean or too rich mixture.
If there is a doubt concerning operation of the ignition system, RPM checks at a
leaner mixture or at higher engine speeds will usually confirm whether deficiency
exists.
An absence of RPM drop may be an indication of faulty grounding of one side of
the ignition system or should be cause for suspicion that the magneto timing is
set in advance of the setting specified.
ALTERNATOR CHECK
Prior to flights where verification of proper alternator and voltage regulator
operation is essential (such as night or instrument flights) a positive verification
can be made by loading the electrical system momentarily (3 to 5 seconds) with
the landing light (if so equipped), or by operation the wing flaps during the engine
runup (1800 RPM). The ammeter will remain within a needle width of its initial
position if the alternator and voltage regulator are operating properly.
TAKEOFF
POWER CHECK
It is important to check full-throttle engine operation early in the takeoff run. Any
sign of rough engine operation or sluggish engine acceleration is good cause for
discontinuing the takeoff.
Smooth and uniform throttle application should be used to ensure best engine
acceleration and to give long engine life. This technique is important under hot
weather conditions which may cause a rich mixture that could hinder engine
response if the throttle is applied too rapidly.
Full-throttle runups over loose gravel are especially harmful to propeller tips.
When takeoffs must be made over a gravel surface, it is very important that the
throttle be advanced slowly. The allows the airplane to start rolling before high
RPM is developed, and the gravel will be blow back of the propeller rather than
pulled into it. When unavoidable small dents appear in the propeller blades, they
should be corrected immediately as described in Section 8 under Propeller Care.
Prior to takeoff from fields above 3,000 feet elevation, the mixture should be
leaned to give maximum power.
4-12
CESSNA 177B
SECTION 4
NORMAL PROCEDURES
After full throttle is applied, adjust the throttle friction lock clockwise to prevent the
throttle from creeping back from a maximum power position. Similar friction lock
adjustment should be made as required in other flight conditions to maintain a
fixed throttle setting.
WING FLAP SETTINGS
Takeoffs are accomplished with the wing flaps set in the 0° to 15° position. The
preferred flap setting for normal takeoff is 10°. This flap setting (in comparison to
flaps-up) produces a shorter ground run, easier lift-off, shorter total distance over
the obstacle, and increased visibility over the nose in the initial climb-out.
For minimum takeoff distance, a 15° flap setting should be used. This setting
gives approximately 15% shorter ground run and total distance as compared to
the 10° flap setting. Flap settings of greater than 15° are not approved for takeoff.
CROSSWIND TAKEOFF
Takeoffs into strong crosswinds normally are performed with the minimum flap
setting necessary for the field length, to minimize the drift angle immediately after
takeoff. The airplane is accelerated to a speed slightly higher than normal, then
pulled off abruptly to prevent possible settling back to the runway while drifting.
When clear of the ground, make a coordinated turn into the wind to correct for
drift.
ENROUTE CLIMB
Normal climbs are performed at 75 to 85 KIAS with flaps up and reduced power
(down to 24 inches of manifold pressure and 2500 RPM) for increased
passenger comfort due to lower noise level. The mixture should be full rich
below 3000 feet and may be leaned above 3000 feet for smoother engine
operation. The best rate-of-climb speeds range from 79 KIAS at sea level to 70
KIAS at 10,000 feet. If an obstacle dictates the use of a steep climb angle, an
obstacle clearance speed of 65 KIAS should be used with flaps up and full
throttle at all altitudes.
CRUISE
Normal cruising is performed between 55% and 75% power. The corresponding
power settings and fuel consumption for various altitudes can be determined by
using your Cessna Power Computer or the data in Section 5.
NOTE
Cruising should be done at 65% to 75% power until a total of 50 hours has
accumulated or oil consumption has stabilized. This is to ensure proper seating
of the rings and is applicable to new engines, and engines in service following
cylinder replacement or top overhaul of one or more cylinders.
The Cruise Performance Table, figure 4-3, illustrates the true airspeed and
nautical miles per gallon during cruise for various altitudes and percent power.
4-13
CESSNA 177B
SECTION 4
NORMAL PROCEDURES
This table should be used as a guide, along with the available winds aloft
information, to determine the most favorable altitude and power setting for a
given trip. The selection of cruise altitude on the basis of the most favorable
wind conditions and the use of low power settings are significant factors shat
should be considered on every trip to reduce fuel consumption.
75% POWER
65% POWER
ALTITUDE
KTAS
NMPG
KTAS
NMPG
Sea Level
120
11.9
112
13.0
5,000 ft
125
12.4
117
13.6
10,000 ft
130
12.9
121
14.1
Standard Conditions
Figure 4-3 Cruise Performance Table
55% POWER
KTAS
NMPG
103
14.1
106
14.5
109
14.9
Zero Wind
The tachometer is marked with a green arc from 2100 to 2700 RPM with a step
at 2500 RPM. The use of 2500 RPM will allow 75% power at altitudes up to
8000 feet on a standard day. For hot day or high altitude conditions, the cruise
RPM may be increased to 2700 RPM. Cruise at 2700 RPM permits the use of
75% power at altitudes up to 10,000 feet on a standard day. However, for
reduce noise levels it is desirable to select the lowest RPM in the green arc
range for a given power that will provide smooth engine operation.
The cowl flaps should be opened, if necessary, to maintain the cylinder head
temperature at approximately three-fourths of the normal operating range (green
arc).
Cruise performance data in this handbook and on the power computer is based
on a recommended lean mixture setting which should be established as follows:
1. Lean the mixture until the engine becomes rough
2. Enrich the mixture to obtain smooth engine operation; then further enrich
the mixture an equal amount.
For best fuel economy at 75% power or less, the engine may be operated at the
leanest mixture that results in smooth engine operation. This can result in
approximately 10 percent greater range than shown in this handbook
accompanied by approximately 4 knots decrease in speed.
Any change in altitude, power or carburetor heat will require a change in the lean
mixture setting and recheck of the EGT setting (if installed).
Carburetor ice, as evidenced by an unexplained drop in manifold pressure, can
be removed by application of full carburetor heat. Upon regaining the original
manifold pressure indication (with heat off), use the minimum amount of heat (by
trial and error) to prevent ice from forming. Since heated air causes a richer
4-14
CESSNA 177B
SECTION 4
NORMAL PROCEDURES
mixture, readjust the mixture setting if carburetor heat is used continuously in
cruising flight.
The use of carburetor heat is recommended during flight in very heavy rain to
avoid the possibility of engine stoppage due to excessive water ingestion. The
mixture setting should be readjusted for smoothest operation.
MIXTURE DESCRIPTION
EXHAUST GAS TEMPERATURE
RECOMMENDED LEAN ( Pilots
50° rich of Peak EGT
Operating Handbook and Power
Computer)
BEST ECONOMY
Peak EGT
Figure 4-4, EGT Table
LEANING WITH A CESSNA ECONOMY MIXTURE INDICATOR (EGT)
Exhaust gas temperature (EGT) as shown on the optional Cessna Economy
Mixture Indicator may be used as an aid for mixture leaning in cruising flight at
75% power of less. To adjust the mixture, using this indicator, lean to establish
the peak EGT as a reference point, and then enrichen the mixture by a desired
increment based on figures in the table above. As noted in this table, operation
at peak EGT provides the best fuel economy. This can result in approximately
10 percent greater range than shown in this handbook accompanied by
approximately 4 knots decrease in speed.
When leaning the mixture under some conditions, engine roughness may occur
before peak EGT is reached. In this case, use the EGT corresponding to the
onset of roughness as the reference point instead of peak EGT.
STALLS
The stall characteristics are conventional and aural warning is provided by a stall
warning horn which sounds between 5 and 19 knots above the stall in all
configurations.
SPINS
Intentional spins are approved in the airplane (see Section 2). Spins with the
rear seats occupied and / or baggage loadings are not approved. Before
attempting to perform spins several items should be carefully considered to
assure a safe flight. No spins should be attempted without first having received
dual instruction both in spin entries and spin recoveries from a qualified instructor
who is familiar with the spin characteristics of the Cessna 177B.
The cabin should be clean and loose equipment (including the microphone)
should be stowed. For a solo flight in which spins will be conducted, the copilot’s
seat belt and shoulder harness and rear seat belts should be secured.
4-15
CESSNA 177B
SECTION 4
NORMAL PROCEDURES
The seat belts and shoulder harnesses should be adjusted to provide proper
restraint during all anticipated flight conditions. However, care should be taken to
ensure that the pilot can easily reach the flight controls and produce maximum
control travels.
It is recommended that, where feasible, entries be accomplished at high enough
altitude that recoveries are completed 4000 feet or more above ground level. At
least 1000 feet of altitude loss should be allowed for a 1-turn spin and recovery,
while a 6-turn spin and recovery may require somewhat more than twice that
amount. For example, the recommended entry altitude for a 6-turn spin would be
6000 feet above ground level. In any case, entries should be planned so that
recoveries are completed well above the minimum 1500 feet above ground level
required by FAR 91.71. Another reason for using high altitudes for practicing
spins is that a greater field of view is provided which will assist in maintaining
pilot orientation.
The normal entry is made from a power-off stall. As the stall is approached, the
stabilator control should be smoothly pulled to the full aft position. Just prior to
reaching the stall ”break”, rudder control in the desired direction of the spin
rotation should be applied so that full rudder deflection is reached almost
simultaneously with reaching full nose-up stabilator. A slightly greater rate of
deceleration than for normal stall entries or the use of partial power at the entry
will assure more consistent and positive entries to the spin. Care should be
taken to avoid using aileron control since its application can increase the rotation
rate and cause erratic rotation. Both stabilator and rudder controls should be
held full with the spin until the spin recovery is initiated. Any inadvertent
relaxation of either of these controls could result in the development of a nosedown spiral.
For the purpose of training in spins and spin recoveries, a 1 to 2 turn spin is
adequate and should be used. Up to 2 turns the spin will progress to a fairly
rapid rate of rotation and a steep attitude. Application of recover controls will
produce prompt recoveries of from ¼ to ½ of a turn.
Regardless of how many turns the spin is held or how it is entered, the following
recovery technique should be used:
1. VERIFY THAT THROTLE IS IN IDLE POSITION AND AILERONS ARE
NEUTRAL
2. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIRECTION OF
ROTATION.
3. JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE
CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK
THE STALL
4. HOLD THESE CONTROL INPUTS UNTIL ROTAION STOPS. Premature
relaxation of the control inputs may extend the recovery.
4-16
CESSNA 177B
SECTION 4
NORMAL PROCEDURES
5. AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A
SMOOTH RECOVERY FROM THE RESULTING DIVE.
NOTE
If disorientation precludes a visual determination of the direction of rotation, the
symbolic airplane in the turn coordinator or the needle of the turn and bank
indicator may be referred to for this information.
Variations in the basic airplane rigging or in weight and balance due to installed
equipment or cockpit occupancy can cause differences in behavior, particularly in
extended spins. These differences are normal and will result in variations in the
spin characteristics and in recovery lengths for spins of more than 3 turns.
However, the above recovery procedure should always be used and will result in
the most expeditious recovery from any spin.
Intentional spins with flaps extended are prohibited, since the high speeds which
may occur during recovery are potentially damaging to the flap/wing structure.
LANDING
Normal landing approaches can be made with power on or power off and at any
flap setting. Surface winds and air turbulence are usually the primary factors in
determining the most comfortable approach speeds. Slips are permitted with any
flap setting. Actual touchdown should be made with power off and on the main
wheels first. The nose wheel should be lowered smoothly to the runway as
speed is diminished
Full down stabilator (control positioned full forward) should not be used during
the ground roll. This reduces the weight on the main wheels which causes poor
braking and increases the possibility of sliding the tires.
SHORT FIELD LANDING
For a short field landing in smooth air conditions, make an approach at the
minimum recommended airspeed of 61 KIAS with full flaps using enough power
to control the glide path. (Slightly higher approach speeds should be used under
turbulent air conditions.) After all approach obstacles are cleared, progressively
reduce power and maintain the approach speed by lowering the nose of the
airplane. Touchdown should be made with power off and on the main wheels
first. Immediately after touchdown, lower the nose wheel and apply heavy
braking as required. For maximum brake effectiveness, retract the flaps, hold the
control wheel full back, and apply maximum brake pressure without sliding the
tires.
4-17
CESSNA 177B
SECTION 4
NORMAL PROCEDURES
CROSSWIND LANDING
When landing in a crosswind, use the minimum flap setting required for the field
length. Although the crab or combination method of drift correction may be used,
the wing-low method gives the best control. After touchdown, hold a straight
course with the steerable nose wheel and occasionally braking if necessary.
BALKED LANDING
In balked landing (go-around) climb, apply full throttle smoothly, remove
carburetor heat, and reduce wing flaps promptly to 20°. Upon reaching 65 KIAS,
flaps should be slowly retracted to the full up position.
If obstacles are immediately ahead during the go-around, the wing flaps should
be left at 20° until the obstacles are cleared, and, at field elevations above 3000
feet, the mixture should be leaned for maximum power.
COLD WEATHER OPERATION
STARTNG
Prior to starting on a cold morning, it is advisable to pull the propeller through
several times by hand to “break loose” or “limber” the oil, thus conserving battery
energy.
NOTE
When pulling the propeller through by hand, treat it as if the ignition switch is
turned on. A loose or broken ground wire on either magneto could case the
engine to fire.
In extremely cold (-30° C and lower) weather, the use of an external pre-heater
and an external power source are recommended whenever possible to obtain
starting and to reduce wear and abuse to the engine an electrical system. Preheat will thaw the oil trapped in the oil cooler, which will probably be congealed
prior to starting in extremely cold temperatures. When using an external power
source, the position of the master switch is important. Refer to Section 7,
paragraph Ground Service Plug Receptacle, for operating details.
Cold weather starting procedures are as follows:
With Preheat:
1. With ignition switch turned off and throttle closed, prime the engine four to
eight strokes as the propeller is being turned over by hand.
NOTE
Use heavy strokes of the primer for best atomization of fuel. After priming, push
primer all the way in and turn to the locked position to avoid the possibility of the
engine drawing fuel through the primer.
4-18
CESSNA 177B
2.
3.
4.
5.
6.
7.
8.
SECTION 4
NORMAL PROCEDURES
Mixture - -FULL RICH
Propeller - - HIGH RPM
Propeller area - - CLEAR
Master Switch - - ON
Throttle - - OPEN ½ INCH
Ignition Switch - - START (release to BOTH when the engine starts).
Oil pressure - - CHECK
Without Preheat:
1. Prime the engine six to ten stokes while the propeller is being turned by
hand with the throttle closed. Leave the primer charged and ready for a
stroke
2. Mixture - -FULL RICH
3. Propeller - - HIGH RPM
4. Propeller area - - CLEAR
6. Ignition Switch - - START
7. Pump throttle rapidly to full open twice. Return to ½ inch open position
8. Release ignition switch to BOTH when engine starts
9. Continue to prime the engine until it is running smoothly, or alternately,
pump the throttle rapidly over the first ¼ of total travel.
10. Oil pressure - - CHECK
11. Pull carburetor heat knob full on after the engine has started. Leave on
until the engine is running smoothly
12. Primer - -LOCKED
NOTE
If the engine does not start during the first few attempts, or if the engine firing
diminishes in strength, it is probable that the plugs have frosted over. Preheat
must be used before another start is attempted.
CAUTION
Pumping the throttle may cause raw fuel to accumulate in the air intake air duct,
creating a fire hazard in the event of a backfire. If this occurs, maintain a
cranking action to suck the flames into the engine. An outside attendant with a
fire extinguisher is advised for cold starts without preheat.
During cold weather operation, no indication will be apparent on the oil
temperature gage prior to takeoff if outside air temperatures are very cold. After
a suitable warm-up period (2 to 5 minutes at 1000 RPM), accelerated the engine
smoothly to higher RPM. If the engine accelerates smoothly and the oil pressure
remains normal and steady, the airplane is ready for takeoff.
4-19
CESSNA 177B
SECTION 4
NORMAL PROCEDURES
FLIGHT OPERATIONS
Takeoff is made normally with the carburetor heat off. Avoid excessive leaning in
cruise. Carburetor heat may be used to overcome any engine roughness due to
uneven mixture distribution or ice.
When operating in temperatures below -18°C, avoid using partial carburetor heat.
Partial heat may increase the carburetor air temperature to the 0° to 21° C range,
where icing is critical under certain atmospheric conditions.
HOT WEATHER
The general warm temperature starting information in this section is
appropriated. Avoid prolonged engine operation on the ground.
NOISE ABATEMENT
Increased emphasis on improving the quality of our environmental requires
renewed effort on the part of all pilots to minimize the effect of airplane noise on
the public.
We, as pilots, can demonstrate our concern for environmental improvement, buy
application of the following suggested procedures, and thereby tend to build
public support.
1. Pilots operating airplanes under VFR over outdoor assemblies of persons,
recreational and park areas, and other noise-sensitive areas should make
every effort to fly not less than 2000 feet above the surface, weather
permitting, even though flight at a lower level may be consistent with the
provisions of government regulations.
2. During departure from or approach to an airport, climb after takeoff and
descent for landing should be made so as to avoid prolonged flight at low
altitude near noise-sensitive areas.
NOTE
The above recommended procedures do no apply where they would conflict with
Air Traffic Control clearances or instructions, or where, in the pilot’s judgment, an
altitude of les than 2000 feet is necessary for him to adequately exercise his duty
to see and avoid other aircraft.
4-20
CESSNA 177B
SECTION 5
PERFORMANCE
SECTION 5
PERFORMANCE
TABLE OF CONTENTS
Introduction ---------------------------------------------------------------------5-1
Use of Performance Charts ------------------------------------------------5-2
Sample Problem---------------------------------------------------------------5-2
Takeoff ---------------------------------------------------------------------5-2
Cruise-----------------------------------------------------------------------5-3
Fuel Required ------------------------------------------------------------5-4
Landing---------------------------------------------------------------------5-5
Figure 5-1 - - Airspeed Calibration----------------------------------------5-6
Figure 5-2 - - Temperature Conversion Chart -------------------------5-7
Figure 5-3 - - Stall Speeds--------------------------------------------------5-8
Figure 5-4
Takeoff distance – 2500 Lbs------------------------------------------5-9
Takeoff distance – 2300 and 2100 Lbs -------------------------- 5-10
Figure 5-5 - - Rate of Climb – Maximum ------------------------------ 5-11
Figure 5-6
Time, Fuel and Distance to Climb – Maximum Climb -------- 5-12
Time, Fuel, and Distance to Climb – Normal Rate of Climb 5-13
Figure 5-7
Cruise Performance – 2,000 Feet --------------------------------- 5-14
Cruise Performance – 10,000 Feet ------------------------------- 5-18
Cruise Performance – 12,000 Feet ------------------------------- 5-19
Figure 5-8
Range Profile – 49 Gallons Fuel ----------------------------------- 5-20
Range Profile – 60 Gallons Fuel ----------------------------------- 5-21
Figure 5-9
Endurance Profile – 49 Gallons ------------------------------------ 5-22
Endurance Profile – 60 Gallons ------------------------------------ 5-23
Figure 5-10 - - Landing Distance---------------------------------------- 5-24
INTRODUCTION
Performance data charts on the following pages are presented so that you may know
what to expect from the airplane under various conditions, and also to facilitate the
planning of flights in detail and with reasonable accuracy. The data in the charts has
been computed from actual flight tests with the airplane and engine in good condition
and using average piloting skills.
5-1
CESSNA 177B
SECTION 5
PERFORMANCE
It should be noted that the performance information presented in the range and
endurance profile charts allows for 45 minutes reserve fuel based on 45% power. Fuel
flow data for cruise is based on the recommended lean mixture setting. Some
indeterminate variables such as mixture leaning technique, fuel metering
characteristics, engine and propeller condition, and air turbulence may account for
variations of 10% or more in range and endurance. Therefore, it is important to utilize
all available information to estimate the fuel required for the particular flight.
USE OF PERFORMANCE CHARTS
Performance data is presented in tabular or graphical form to illustrate the effect of
different variables. Sufficiently detailed information is provided in the tables so that
conservative values can be selected and used to determine the particular figure with
reasonable accuracy.
SAMPLE PROBLEM
The following sample flight problem utilized information from the various charts to
determine the predicted performance data for a typical flight. The following information
is known:
AIRPLANE CONFIGURATION
Takeoff weight------------------------------ 2450 Pounds
Usable fuel --------------------------------------49 Gallons
TAKEOFF CONDITIONS
Field pressure altitude-------------------------1500 Feet
Temperature ------------ 28°C (16°C above Standard)
Wind component along runway --12 Knot Headwind
Field Length--------------------------------------3500 Feet
CRUISE CONDITIONS
Total Distance ------------------------510 Nautical Miles
Pressure altitude--------------------------------5500 Feet
Temperature ------------ 20°C (16°C above Standard)
Expected Wind Enroute------------10 Knot Headwind
LANDING CONDITIONS
Field pressure altitude-------------------------2200 Feet
Temperature ------------------------------------------- 25°C
Field Length--------------------------------------3000 Feet
TAKEOFF
The takeoff chart, figure 5-4, should be consulted, keeping in mind that the distances
shown are based on the short field technique. Conservative distances can be
established by reading the chart at the next higher value of weight, altitude and
temperature. For example, in this particular sample problem, the takeoff distance
information presented for a weight of 2500 pound, pressure altitude of 2000 feet and a
temperature of 30°C should be used and results in the following:
5-2
CESSNA 177B
SECTION 5
PERFORMANCE
955 Feet
1865 Feet
Ground Roll
Total to clear a 50-foot obstacle
These distances are well within the available takeoff field length. However, a correction
for the effect of wind may be made based on Note 3 of the takeoff chart. The correction
for 12-knot headwind is:
(12 knots divided / 9 knots) X 10% = 13% Decrease
This results in the following distance, corrected for wind:
Ground roll
Decrease in ground roll
(995 X 13%)
Corrected ground roll
995 feet
129 feet
866 feet
Total distance to clear a 50-foot obstacle,
zero wind
Decrease in total distance
(1865 feet X 13%)
Corrected total distance to clear
a 50-foot obstacle
1865 feet
242 feet
1623 feet
CRUISE
The cruising altitude should be selected based on a consideration of trip length, winds
aloft, and the airplane’s performance. A cruising altitude and the expected wind enroute
have been given for this sample problem. However the power setting selection for
cruise must be determined based on several considerations. These include the cruise
performance characteristics presented in figure 5-7, the range profile chart presented in
figure 5-8, and the endurance profile chart presented in figure 5-9
The relationship between power and range is illustrated by the range profile chart.
Considerable fuel savings and longer range result when lower power settings are used.
The range profile chart indicates that use of 65% power ant 5500 feet yields a predicted
range of 571 nautical miles with no wind. The endurance profile chart shows a
corresponding 4.9 hours. Using this information, the estimated distance can be
determined for the expected 10 knot headwind at 5500 feet as follows:
Range, zero wind
571 Nautical Miles
Decrease in range due to wind
(4.9 hours X 10 knot headwind) 49 Nautical Miles
Corrected Range
522 Nautical Miles
This indicates that the trip can be made without a fuel stop using approximately 65%
power.
5-3
CESSNA 177B
SECTION 5
PERFORMANCE
The cruise performance chart for 6000 feet pressure altitude is entered using 20°C
above standard temperature. These values most nearly correspond to the planned
altitude and expected temperature conditions. The power setting chosen is 2400 RPM
and 21 inches of manifold pressure which results in the following:
Power
True Airspeed
Cruise fuel flow
65%
120 knots
8.6 GPH
The power computer may be used to determine the power and fuel consumption more
accurately during the flight.
FUEL REQUIRED
The total fuel requirement for the flight may be estimated using the performance
information
The total fuel requirement for the flight may be estimated using the performance
information in figures 5-6 and 5-7. For this sample problem figure 5-6 shows that a
normal climb from 2000 feet to 6000 feet requires 1.6 gallons of fuel. The
corresponding distance during the climb is 12 nautical miles. These values are for a
standard temperature and are sufficiently accurate for most flight planning purposes.
However, a further correction for the effect of temperature may be made as noted on
the climb chart. The approximate effect of a non-standard temperature is to increase
the time, fuel, and distance by 10% for each 10°C above standard temperature, due to
the lower rate of climb. In this case, assuming a temperature 16°C above standard, the
correction would be:
16°C / 10°C X 10% = 16% Increase
With this factor included, the fuel estimate would be calculated as follows:
Fuel to climb, standard temperature
Increase due to non-standard temperature
(1.6 X 16%)
Corrected fuel to climb
1.6 gallons
0.3 gallons
1.9 gallons
Using a similar procedure for the distance during climb results in 1.4 nautical miles
The resultant cruise distance is:
Total distance
510 nautical miles
Climb distance
-14 nautical miles
Cruise distance
496 nautical miles
With an expected 10 knot headwind, the ground speed for cruise is predicted to be:
120
-10
110 knots
5-4
CESSNA 177B
SECTION 5
PERFORMANCE
Therefore, the time required for the cruise portion of the trip is:
496 nautical miles / 110 knots = 4.5 hours
The fuel required for cruise is
4.5 hours X 8.6 gallons per hour = 38.7 gallons
The total estimated fuel required is as follows:
Engine start, taxi, and takeoff
Climb
Cruise
Total fuel required
1.4 gallons
1.9 gallons
38.7 gallons
42 gallons
The will leave a fuel reserve of
49.0 gallons
-42.0 gallons
7.0 gallons
Once the flight is underway, ground speed check will provide a more accurate basis for
estimating the time enroute and the corresponding fuel required to complete the trip with
ample reserve.
LANDING
A procedure similar to takeoff should be used for estimating the landing distance at the
destination airport. Figure 5-10 presents landing distance information for the short field
technique. The distances corresponding to 2000 feet pressure altitude and a
temperature of 30°C are as follows:
Ground roll
Total distance to clear a 50-foot obstacle
680 feet
1335 feet
A correction for the effect of wind may be made based on Note 2 of the landing chart
using the same procedure as outlined for takeoff.
5-5
CESSNA 177B
SECTION 5
PERFORMANCE
AIRSPEED CALIBRATION
HEATED PITOT
NORMAL STATIC SOURCE
FLAPS UP
KIAS
40
KCAS
44
FLAPS 15°
KIAS
40
KCAS
46
FLAPS 30°
KIAS
40
KCAS
46
50
53
60
63
70
72
80
81
90
90
50
54
60
63
70
72
80
81
90
90
50
55
60
63
70
72
80
81
90
90
100
99
110
109
120
118
130
127
140
136
150
145
160
154
170
163
130
134
140
143
150
153
160
163
170
172
ALTERNATE STATIC SOURCE
VENTS AND WINDOWS OPEN
FLAPS UP
KIAS
40
KCAS
45
FLAPS 15°
KIAS
40
KCAS
46
FLAPS 30°
KIAS
40
KCAS
47
50
55
60
65
70
74
80
84
90
94
50
56
60
66
70
76
80
86
90
96
50
57
60
66
70
76
80
85
90
94
100
104
110
114
120
124
Figure 5-1 Airspeed Calibration
5-6
CESSNA 177B
SECTION 5
PERFORMANCE
TEMPERATURE CONVERSION CHART
Figure 5-2 Temperature Conversion Chart
5-7
CESSNA 177B
SECTION 5
PERFORMANCE
STALL SPEEDS
Conditions:
Power Off
Notes:
1. Maximum altitude loss during a stall recovery may be as much at 180 feet
2. KIAS values are approximate
MOST REARWARD CENTER OF GRAVITY
Weight
FLAP
(lbs)
DEFLECTION
2500
UP
30°
45°
ANGLE OF BANK
0°
30°
45°
60°
KIAS KCAS KIAS KCAS KIAS KCAS KIAS KCAS
52
55
56
59
62
65
74
78
45
50
48
54
54
59
64
71
40
46
43
49
48
55
57
65
MOST FORWARD CENTER OF GRAVITY
Weight
FLAP
(lbs)
DEFLECTION
2500
UP
30°
45°
ANGLE OF BANK
0°
30°
45°
60°
KIAS KCAS KIAS KCAS KIAS KCAS KIAS KCAS
54
57
58
61
64
68
76
81
47
52
51
56
56
62
66
74
45
50
48
54
54
59
64
71
Figure 5-3. Stall Speeds
5-8
CESSNA 177B
SECTION 5
PERFORMANCE
TAKEOFF DISTANCE
MAXIMUM WEIGHT 2500 LBS
SHORT FIELD
Conditions:
Flaps 15°
2700 RPM and full throttle prior to brake release
Cowl Flaps Open
Paved, Level, Dry, Runway
Zero wind
Notes:
1. Short field technique as specified in Section 4
2. Prior to takeoff from fields above 3,000 feet elevation, the mixture should be
leaned to give maximum power in a full throttle static runup
3. Decrease distances 10% for each 9 knots of headwind. For operation with
tailwinds up to 10 knots, increase distance 10% for each 2 knots.
4. Where distance value has been deleted, climb performance after takeoff is less
than 150 fpm at takeoff speed
5. For operation on a dry, grass runway, increase distances by 15% of the “ground
roll” figure.
Takeoff
speed,
KIAS
Weight
(lbs)
2500
Lift
off
At
50’
52
57
Press
Alt
(ft)
0°C
Ground
Roll
S.L.
1000
2000
3000
4000
5000
6000
7000
8000
675
735
805
880
965
1065
1170
1290
1425
Total
to
Clear
50’
OBS
1270
1385
1520
1670
1840
2035
2270
2540
2685
10°C
Ground
Roll
725
790
865
950
1040
1145
1260
1390
1535
Total
to
Clear
50’
OBS
1355
1480
1625
1790
1975
2195
2450
2750
3120
20°C
Ground
Roll
775
850
930
1015
1115
1230
1355
1495
1655
Total
to
Clear
50’
OBS
1445
1585
1740
1920
2125
2360
2645
2985
3400
Figure 5-4. Take off Distance (Sheet 1 of 2)
5-9
30°C
Ground
Roll
830
910
995
1090
1200
1320
1455
1605
----
Total
to
Clear
50’
OBS
1545
1695
1865
2055
2280
2545
2860
3240
----
40°C
Ground
Roll
890
970
1065
1170
1285
1415
1560
-------
Total
to
Clear
50’
OBS
1650
1810
1995
2205
2455
2745
3100
-------
CESSNA 177B
SECTION 5
PERFORMANCE
TAKEOFF DISTANCE
2300 and 2100 LBS
SHORT FIELD
REFER TO SHEET 1 FOR APPROPRIATE CONDITIONS AND NOTES
Takeoff
speed,
KIAS
Weight
(lbs)
Press
Alt
(ft)
0°C
Ground
Roll
Total
to
Clear
50’
OBS
10°C
Ground
Roll
Total
to
Clear
50’
OBS
20°C
Ground
Roll
Total
to
Clear
50’
OBS
30°C
Ground
Roll
Total
to
Clear
50’
OBS
40°C
Ground
Roll
Total
to
Clear
50’
OBS
Lift
off
At
50’
2300
50
55
S.L.
1000
2000
3000
4000
5000
6000
7000
8000
555
605
665
725
795
870
955
1055
1160
1050
1145
1250
1365
1500
1650
1825
2025
2260
595
650
710
780
855
935
1030
1135
1250
1120
1220
1335
1460
1605
1770
1960
2180
2440
640
700
765
835
915
1005
1105
1220
1345
1195
1300
1425
1560
1720
1900
2105
2350
2635
685
745
815
895
980
1075
1185
1305
1445
1720
1385
1520
1670
1840
2035
2265
2530
2850
730
800
875
955
1050
1155
1270
1400
1550
1355
1480
1620
1785
1970
2185
2435
2730
3090
2100
48
53
S.L.
1000
2000
3000
4000
5000
6000
7000
8000
450
495
535
585
640
705
770
850
935
865
940
1020
1115
1215
1335
1465
1620
1790
485
530
575
630
690
755
830
910
1005
920
1000
1090
1190
1300
1425
1570
1735
1925
520
565
615
675
740
810
890
980
1080
980
1065
1160
1265
1390
1525
1680
1860
2070
555
605
660
720
790
865
955
1050
1155
1040
1130
1235
1350
1480
1630
1800
1995
2225
590
645
705
770
845
930
1020
1125
1240
1105
1205
1315
1440
1580
1740
1925
2140
2390
Figure 5-4. Take off Distance (Sheet 2 of 2)
5-10
CESSNA 177B
SECTION 5
PERFORMANCE
RATE OF CLIMB
MAXIMUM
Conditions:
Flaps Up
2700 RPM
Full Throttle
Cowl Flaps Open
NOTE:
Mixture leaned above 3000 feet for maximum power
WEIGHT
LBS
PRESS
ALT FT
2500
S.L.
2000
4000
6000
8000
10000
12000
CLIMB
SPEED
KIAS
79
77
76
74
72
70
68
RATE OF CLIMB - FPM
-20°C
0°C
20°C
40°C
970
850
730
610
495
375
260
895
780
660
545
430
315
200
820
705
590
480
365
255
140
745
635
525
410
300
-------
Figure 5-5. Rate of Climb
5-11
CESSNA 177B
SECTION 5
PERFORMANCE
TIME, FUEL, AND DISTANCE TO CLIMB
MAXIMUM RATE OF CLIMB
Conditions:
Flaps Up
2700 RPM
Full Throttle
Cowl Flaps Open
Standard Temperature
NOTE:
1. Add 1.4 gallons of fuel for engine start, taxi and takeoff allowance
2. Mixture leaned above 3000 feet for maximum power
3. Increase time, fuel and distance by 10% for each 10°C above standard
temperature
4. Distances shown are based on zero wind
WEIGHT
LBS
PRESS
ALT FT
TEMP
°C
CLIMB
SPEED
KIAS
RATE OF
CLIMB FPM
2500
S.L.
1000
2000
3000
4000
5000
6000
7000
8000
9000
10,000
11,000
12,000
15
13
11
9
7
5
3
1
-1
-3
-5
-7
-9
79
78
77
77
76
75
74
73
72
71
70
69
68
840
790
740
685
635
585
535
485
430
380
330
280
230
FROM SEA LEVEL
TIME MIN
FUEL
DISTANCE
USED
NM
GALLONS
0
0
0
1
0.3
2
3
.70.7
3
4
1.1
5
6
1.5
7
7
1.9
10
9
2.3
12
11
2.8
15
13
3.3
18
16
3.8
22
19
4.5
26
22
5.2
30
16
6.0
36
Figure 5-6. Time, Fuel, and Distance to Climb (Sheet 1 of 2)
5-12
CESSNA 177B
SECTION 5
PERFORMANCE
TIME, FUEL, AND DISTANCE TO CLIMB
NORMAL RATE OF CLIMB – 80 KIAS
Conditions:
Flaps Up
2500 RPM
24” Hg Full Throttle
Cowl Flaps Open
NOTE:
1. Add 1.4 gallons of fuel for engine start, taxi and takeoff allowance
2. Mixture leaned above 3000 feet for maximum power
3. Increase time, fuel and distance by 10% for each 10°C above standard
temperature
4. Distances shown are based on zero wind
WEIGHT
LBS
PRESS
ALT FT
TEMP
°C
RATE OF
CLIMB FPM
2500
S.L.
1000
2000
3000
4000
5000
6000
7000
8000
9000
10,000
11,000
12,000
15
13
11
9
7
5
3
1
-1
-3
-5
-7
-9
510
510
510
510
510
510
485
430
375
320
265
210
155
FROM SEA LEVEL
TIME MIN
FUEL
DISTANCE
USED
NM
GALLONS
0
0
0
2
.4
3
4
.8
5
6
1.2
8
8
1.6
11
10
2.0
14
12
2.4
17
14
2.8
20
17
3.3
24
20
3.8
29
13
4.4
34
27
5.2
41
33
6.2
50
Figure 5-6. Time, Fuel, and Distance to Climb (Sheet 2 of 2)
5-13
CESSNA 177B
SECTION 5
PERFORMANCE
CRUISE PERFORMANCE
Pressure altitude 2000 feet
Conditions:
2500 pounds
Recommended Lean Mixture
Cowl Flaps Closed
NOTE
For best fuel economy at 75% power or less, operate at the
leanest mixture that results in smooth engine operation or
at peak EGT if an EGT indicator is installed
20°C BELOW
STANDARD TEMP
-13°C
%
KTAS GPH
BHP
------77
120
10.3
72
117
9.6
68
114
8.9
STANDARD TEMP
7°C
%
KTAS GPH
BHP
78
124
10.5
74
121
9.9
70
118
9.2
65
114
8.6
20°C ABOVE
STANDARD TEMP
27°C
%
KTAS GPH
BHP
76
125
10.1
71
122
9.5
67
118
8.9
63
114
8.3
RPM
MP
2500
24
23
22
21
2400
24
23
22
21
--75
70
66
--119
116
113
--10.0
9.4
8.7
76
72
68
64
123
120
117
113
10.3
9.6
9.0
8.4
74
70
66
62
124
120
117
113
9.9
9.3
8.7
8.1
2300
24
23
22
21
77
73
68
64
121
118
115
111
10.3
9.7
9.0
8.4
74
70
66
62
121
118
115
111
9.9
9.3
8.7
8.2
72
68
64
60
122
118
115
111
9.5
9.0
8.4
7.9
2200
24
23
22
21
74
70
66
61
119
116
113
109
9.9
9.3
8.7
8.1
71
67
63
59
119
116
113
109
9.5
8.9
8.4
7.9
69
65
61
57
120
116
112
108
9.2
8.6
8.1
7.6
2100
24
23
22
21
20
19
18
71
67
63
59
55
51
47
66
62
59
55
51
47
44
117
113
110
106
101
96
90
8.7
8.2
7.8
7.3
6.9
6.6
6.2
117
9.4
68
117
9.0
114
8.8
65
114
8.5
110
8.3
61
110
8.0
106
7.8
57
106
7.5
102
7.3
53
102
7.1
98
6.9
49
97
6.7
93
6.5
45
92
6.3
Figure 5-7 Cruise performance (sheet 1 of 6)
5-14
CESSNA 177B
SECTION 5
PERFORMANCE
CRUISE PERFORMANCE
Conditions:
2500 pounds
Cowl Flaps Closed
NOTE
20°C BELOW
STANDARD TEMP
-13°C
%
KTAS GPH
BHP
------74
121
9.9
70
118
9.2
65
114
8.6
RPM
MP
2500
23
22
21
20
2400
24
23
22
21
--77
72
68
--123
120
116
2300
24
23
22
21
--75
70
66
2200
24
23
22
21
76
72
68
64
2100
24
23
22
21
20
19
18
17
73
69
65
61
57
53
49
45
STANDARD TEMP
7°C
20°C ABOVE
STANDARD TEMP
27°C
%
KTAS GPH
BHP
73
125
9.8
69
122
9.2
65
118
8.6
61
113
8.0
%
BHP
76
72
67
63
KTAS
GPH
125
121
118
114
10.2
9.5
8.9
8.3
--10.3
9.7
9.0
79
74
70
66
127
123
120
116
10.6
9.9
9.3
8.7
76
72
68
63
127
124
120
116
10.2
9.6
8.9
8.4
--121
118
115
--10.0
9.3
8.7
76
72
68
64
125
122
118
114
10.2
9.6
9.0
8.4
74
70
66
62
125
122
118
114
9.8
9.2
8.7
8.1
122
119
116
112
10.2
9.6
9.0
8.4
73
69
65
61
123
120
116
112
9.8
9.2
8.6
8.1
71
67
63
59
123
120
116
112
9.4
8.9
8.3
7.8
68
64
61
57
53
49
45
42
121
117
113
109
104
99
93
86
9.0
8.5
8.0
7.5
7.1
6.7
6.4
6.0
120
9.7
70
121
9.3
117
9.1
67
117
8.8
114
8.6
63
113
8.3
110
8.0
59
110
7.8
106
7.5
55
105
7.3
101
7.1
51
101
6.9
96
6.7
47
95
6.5
91
6.3
43
89
6.2
5-15
CESSNA 177B
SECTION 5
PERFORMANCE
CRUISE PERFORMANCE
Conditions:
2500 pounds
Cowl Flaps Closed
NOTE
20°C BELOW
STANDARD TEMP
-13°C
%
KTAS GPH
BHP
------76
125
10.3
72
121
9.5
67
117
8.9
RPM
MP
2500
23
22
21
20
2400
23
22
21
20
--75
70
65
--123
120
116
2300
23
22
21
20
77
72
68
64
2200
23
22
21
20
74
70
66
61
2100
23
22
21
20
19
18
17
71
67
63
59
55
51
46
STANDARD TEMP
7°C
20°C ABOVE
STANDARD TEMP
27°C
%
KTAS GPH
BHP
75
129
10.1
71
1258
9.5
67
121
8.8
63
117
8.3
%
BHP
78
74
69
65
KTAS
GPH
128
125
121
117
10.5
9.8
9.2
8.5
--10.0
9.3
8.6
76
72
67
63
127
124
120
116
10.2
9.6
8.9
8.3
74
69
65
61
127
124
120
115
9.8
9.2
8.6
8.1
125
122
118
114
10.3
9.6
9.0
8.4
74
70
65
61
125
122
118
114
9.9
9.2
8.6
8.1
71
67
63
59
125
122
118
113
9.5
8.9
8.4
7.8
123
120
116
112
9.9
9.3
8.7
8.1
71
67
63
59
123
120
116
111
9.5
8.9
8.3
7.8
69
65
61
57
123
119
115
111
9.1
8.6
8.1
7.6
66
62
59
55
51
47
43
121
117
113
108
103
97
90
8.7
8.2
7.8
7.3
6.9
6.5
6.2
121
9.4
68
121
9.1
117
8.8
65
117
8.5
113
8.3
61
113
8.0
109
7.8
57
109
7.5
105
7.3
53
104
7.1
100
6.8
49
99
6.7
94
6.5
45
92
6.3
5-16
CESSNA 177B
SECTION 5
PERFORMANCE
CRUISE PERFORMANCE
Conditions:
2500 pounds
Cowl Flaps Closed
RPM
MP
2700
21
20
19
18
22
21
20
19
22
21
20
19
22
21
20
19
22
21
20
19
22
21
20
19
22
21
19
18
17
2600
2500
2400
2300
2200
2100
NOTE
20°C BELOW
STANDARD TEMP
20°C ABOVE
STANDARD TEMP
7°C
STANDARD TEMP
-13°C
27°C
%
KTAS GPH
%
KTAS GPH
%
KTAS GPH
BHP
BHP
BHP
------75
128
10.0
72
128
9.6
73
124
9.7
70
124
9.3
68
124
9.0
68
120
9.0
66
120
8.7
63
119
8.4
63
115
8.3
61
115
8.0
59
114
7.8
------78
130
10.4
75
130
10.0
76
126
10.2
73
127
9.7
70
127
9.4
71
122
9.4
68
122
9.0
66
122
8.7
66
118
8.7
64
118
8.4
62
117
8.1
79
128
10.6
76
129
10.1
73
129
9.8
74
125
9.9
71
125
9.5
69
125
9.1
69
121
9.2
67
121
8.8
64
120
8.5
64
117
8.5
62
116
8.2
60
116
7.9
77
127
10.3
74
127
9.9
71
127
9.5
72
123
9.6
69
123
9.2
67
123
8.9
67
119
8.9
65
119
8.6
63
119
8.3
63
115
8.3
61
114
8.0
58
114
7.7
74
125
9.9
72
125
9.5
69
125
9.2
70
121
9.3
67
121
8.9
65
121
8.6
65
117
8.6
63
117
8.3
61
117
8.0
61
113
8.0
59
112
7.8
57
112
7.5
72
123
9.6
69
123
9.2
67
123
8.8
68
120
8.9
65
119
8.6
63
119
8.3
63
115
8.4
61
115
8.1
59
115
7.8
59
111
7.8
57
110
7.6
55
109
7.3
69
121
9.2
67
121
8.8
64
120
8.5
65
117
8.6
63
117
8.3
60
116
8.0
57
108
7.5
55
108
7.3
53
106
7.1
52
103
7.1
51
102
6.8
49
100
6.7
48
98
6.6
47
96
6.5
45
93
6.3
5-17
CESSNA 177B
SECTION 5
PERFORMANCE
CRUISE PERFORMANCE
Pressure altitude 10,000 feet
Conditions:
2500 pounds
Cowl Flaps Closed
RPM
MP
2700
20.5
20
19
18
20.5
20
19
18
20.5
20
19
18
20.5
20
19
18
20.5
20
19
18
20.5
20
19
18
20.5
20
19
18
17
16
2600
2500
2400
2300
2200
2100
NOTE
20°C BELOW
STANDARD TEMP
20°C ABOVE
STANDARD TEMP
7°C
STANDARD TEMP
-13°C
27°C
%
KTAS GPH
%
KTAS GPH
%
KTAS GPH
BHP
BHP
BHP
77
130
10.4
75
130
10.0
72
130
9.6
75
128
10.0
72
180
9.6
70
128
9.3
70
124
9.3
68
123
8.9
65
123
8.6
65
119
8.6
63
118
8.3
61
118
8.0
75
128
10.1
73
128
9.7
70
128
9.3
73
126
9.7
70
126
9.3
68
126
9.0
68
122
9.0
66
121
8.7
63
121
8.4
63
117
8.4
61
116
8.1
59
116
7.8
74
127
9.8
71
127
9.4
68
126
9.1
71
125
9.5
69
124
9.1
66
124
8.7
66
120
8.8
64
120
8.4
62
119
8.2
62
115
8.1
59
115
7.9
57
114
7.6
72
125
9.5
69
125
9.1
67
124
8.8
69
123
9.2
67
123
8.8
64
122
8.5
65
118
8.5
62
118
8.2
60
117
8.0
60
114
7.9
58
113
7.7
56
112
7.4
70
123
9.2
67
123
8.8
65
122
8.5
67
121
8.9
65
121
8.6
63
120
8.3
63
116
8.3
60
116
8.0
58
115
7.7
58
112
7.7
56
111
7.5
54
109
7.2
68
121
8.9
65
121
8.6
63
120
8.3
65
119
8.6
63
119
8.3
61
118
8.0
61
115
8.1
59
114
7.8
57
113
7.5
57
110
7.5
55
109
7.3
53
107
7.1
65
119
8.6
63
118
8.3
60
118
8.0
63
116
8.3
61
116
8.0
58
115
7.7
59
112
7.8
56
111
7.5
55
110
7.3
54
107
7.3
52
106
7.0
51
104
6.8
50
101
6.8
48
99
6.6
47
97
6.5
46
94
6.4
44
91
6.2
43
88
6.1
5-18
CESSNA 177B
SECTION 5
PERFORMANCE
CRUISE PERFORMANCE
Pressure altitude 12,000 feet
Conditions:
2500 pounds
Cowl Flaps Closed
RPM
MP
2700
19
18
17
16
19
18
17
16
19
18
17
16
19
18
17
16
19
18
17
16
19
18
17
16
19
18
17
16
2600
2500
2400
2300
2200
2100
NOTE
20°C BELOW
STANDARD TEMP
20°C ABOVE
STANDARD TEMP
7°C
STANDARD TEMP
-13°C
27°C
%
KTAS GPH
%
KTAS GPH
%
KTAS GPH
BHP
BHP
BHP
72
127
9.6
69
127
9.2
67
127
8.9
67
123
8.9
65
122
8.5
62
122
8.2
62
117
8.2
60
117
7.9
58
115
7.7
57
112
7.6
55
110
7.3
53
108
7.1
70
126
9.3
68
125
8.9
65
125
8.6
65
121
8.6
63
120
8.3
61
119
8.0
60
115
8.0
58
114
7.7
56
113
7.4
55
109
7.4
53
108
7.1
51
106
6.9
68
124
9.1
66
123
8.7
64
123
8.4
64
119
8.4
61
118
8.1
59
117
7.8
59
114
7.8
57
112
7.5
55
111
7.3
54
108
7.2
52
106
7.0
50
104
6.8
67
122
8.8
64
121
8.5
62
121
8.2
62
117
8.2
60
116
7.9
58
115
7.6
57
112
7.6
55
110
7.3
53
109
7.1
53
106
7.1
51
104
6.8
49
102
6.7
65
120
8.5
62
119
8.2
60
108
7.9
60
115
7.9
58
114
7.7
56
113
7.4
56
110
7.4
53
108
7.2
52
106
7.0
51
103
6.9
49
101
6.7
47
98
6.5
63
18
8.3
61
118
8.0
59
116
7.8
59
113
7.8
56
112
7.5
54
111
7.3
54
108
7.2
52
106
7.0
50
104
6.8
50
101
6.7
48
99
6.6
46
95
6.4
61
116
8.0
58
115
7.7
56
113
7.5
56
111
7.5
54
109
7.2
52
107
7.0
52
105
7.0
50
103
6.8
48
100
6.6
48
98
6.6
46
95
6.4
44
91
6.2
5-19
CESSNA 177B
SECTION 5
PERFORMANCE
RANGE PROFILE
45 MINUTES RESERVE
49 GALONS USABLE FUEL
Conditions:
2500 Pounds
Recommended Lean Mixture for Cruise
Zero Wind
NOTE:
1. This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the
distance during a normal climb as shown in figure 5-6
2. Reserve fuel is based on 45 minutes at 45% BHP and is 4.7 gallons
Figure 5-8 Range Performance (sheet 1 of 2)
5-20
CESSNA 177B
SECTION 5
PERFORMANCE
RANGE PROFILE
45 MINUTES RESERVE
Conditions:
2500 Pounds
Zero Wind
NOTE:
1. This chart allows for the fuel used for engine start, taxi, takeoff and climb, and
the distance during a normal climb as shown in figure 5-6
Figure 5-8 Range Performance (sheet 2 of 2)
5-21
CESSNA 177B
SECTION 5
PERFORMANCE
ENDURANCE PROFILE
45 MINUTES RESERVE
Conditions:
2500 Pounds
Zero Wind
NOTE:
1. This chart allows for the fuel used for engine start, taxi, takeoff and climb, and
the distance during a normal climb as shown in figure 5-6
Figure 5-9 Endurance Profile (Sheet 1 of 2)
5-22
CESSNA 177B
SECTION 5
PERFORMANCE
ENDURANCE PROFILE
45 MINUTES RESERVE
Conditions:
2500 Pounds
Zero Wind
NOTE:
1. This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the
distance during a normal climb as shown in figure 5-6
Figure 5-9 Endurance Profile (Sheet2 of 2)
5-23
CESSNA 177B
SECTION 5
PERFORMANCE
LANDING DISTANCE
SHORT FIELD
Conditions:
Flaps 30°
Power Off
Maximum braking
Paved, Level, Dry, Runway
Zero wind
Notes:
1. Short field technique as specified in Section 4
2. Decrease distances 10% for each 9 knots of headwind. For operation with
tailwinds up to 10 knots, increase distance 10% for each 2 knots.
3. For operation on a dry, grass runway, increase distances by 40% of the “ground
roll” figure.
Weight
(lbs)
2500
SPEED
AT 50
FT
KIAS
61
Press
Alt
(ft)
S.L.
1000
2000
3000
4000
5000
6000
7000
8000
0°C
Ground
Roll
570
590
610
635
660
685
710
735
765
10°C
Total
to
Clear
50’
OBS
1175
1205
1235
1270
1310
1345
1380
1420
1465
Ground
Roll
590
610
635
660
685
710
735
765
795
Total
to
Clear
50’
OBS
1205
1235
1270
1305
1345
1380
1420
1460
1505
20°C
Ground
Roll
610
635
655
680
705
735
760
790
820
Figure 5-10 Landing Distance
5-24
Total
to
Clear
50’
OBS
1235
1270
1300
1340
1375
1420
1455
1500
1545
30°C
Ground
Roll
630
655
680
705
730
760
790
820
850
Total
to
Clear
50’
OBS
1265
1300
1335
1375
1410
1455
1500
1540
1585
40°C
Ground
Roll
650
675
700
730
755
785
815
845
880
Total
to
Clear
50’
OBS
1295
1330
1370
1410
1450
1490
1535
1580
1630
CESSNA 177B
SECTION 6
WEIGHT AND BALANCE / EQUIPMENT LIST
SECTION 6
WEIGHT AND BALANCE /
EQIPMENT LIST
TABLE OF CONTENTS
Introduction ---------------------------------------------------------------------6-1
Airplane weighing procedure-----------------------------------------------6-1
Weight and Balance ---------------------------------------------------------6-3
Baggage Cargo and Tie-Down --------------------------------------------6-4
Equipment List --------------------------------------------------------------- 6-10
INTRODUCTION
This section describes the procedure for establishing the basic empty weight and
moment of the airplane. Sample forms are provided for reference. Procedures for
calculating the weight and moment for various operations are also provided. A
comprehensive list of all Cessna equipment for this airplane is included at the back of
this section.
It should be noted that specific information regarding the weight, arm moment and
installed equipment list for this airplane can only be found in the appropriate weight and
balance records carried in the airplane.
6-1
CESSNA 177B
SECTION 6
AIRPLANE WEIGHING PROCEDURES
1. Preparation
a. Inflate tires to recommended operating pressures.
b. Remove the fuel tank sump quick-drain fittings, fuel selector valve drain
plug, and fuel reservoir quick-drain fitting to drain all fuel.
c. Remove oil sump drain plug to drain all oil.
d. Move sliding seats to the most forward position
e. Raise flaps to the fully retracted position
f. Place all control surfaces in neutral position
2. Leveling
a. Place scales under each wheel (minimum scale capacity, 500 pounds
nose, 1,000 pounds each main)
b. Deflate the nose tire and/or lower or raise the nose strut to properly center
the bubble in the level (see figure 6-1)
3. Weighing
a. With the airplane level and the brakes released, record the weight shown
on each scale. Deduct the tare, if any, from each reading
4. Measuring
a. Obtain measurement A by measuring horizontally (along the airplane
center line) from a line stretched between the main wheel centers to a
plumb bob dropped from the firewall.
b. Obtain measurement B by measuring horizontally and parallel to the
airplane center line, from center of nose wheel axle, left side, to a plumb
bob dropped from the line between the main wheel centers. Repeat on
right side and average measurements.
5. Using weights from (3) and measurements form (4) the airplane weight and C.G.
can be determined.
6. Basic Empty Weight can be determined by completing Figure 6-1.
6-2
CESSNA 177B
SECTION 6
SCALE POSITION SCALE READING
TARE
LEFT WHEEL
RIGHT WHEEL
NOSE WHEEL
SUM OF NET WEIGHTS (AS WEIGHED)
X = Arm = (A) -
NxB
W
;X=(
SYMBOL
L
R
N
W
)
(
)X (
(
C.G. ARM = 54 + X
ITEM
NET WEIGHT
)
=(
)
IN.
Weight (lbs) X C.G. Arm (in) =
Moment/1000 (lbs-in)
Airplane weight (from item 6)
Add: oil (9 qts. @t 7.5 lbs/gal
Add: Unusable Fuel (1 gal @ 6 lbs/gal
Equipment changes
17.0
6.0
45
100.0
Basic Empty Weight
Figure 6-1 Sample Airplane Weighing
6-3
.765
.600
) IN
CESSNA 177B
Date
SECTION 6
Airplane Model
Item Nr.
IN
SERIAL NUMBER
Description
of Article or
Modification
OUT
PAGE NUMBER
RUNNING BASIC
REMOVED ( - )
EMPTY WEIGHT
ADDED ( + )
WT (LB)
AR
M
(IN.)
MOMENT
(/1000)
WT
(LB)
ARM
(IN.)
MOMEN
T
(/1000)
WT
(LB)
MOMENT
(/1000)
Figure 6-2 Sample Weight and Balance Record
WEIGHT AND BALANCE
The following information will enable you to operate your Cessna within the prescribed
weight and center of gravity limitations. To figure weight and balance, use the Sample
Problem, Loading Graph, and Center of Gravity Moment Envelope as follows:
Take the basic empty weight and moment from appropriated weight and balance
records carried in your airplane, and enter them in the column title “YOUR AIRPLANE”
on the Sample Loading Problem.
NOTE
In addition to the basic empty weight and moment noted on these records, the c.g. arm
(fuselage station) is also shown, but need not be used on the Sample Loading Problem.
The moment which is shown must be divided by 1000 and this value used as the
moment/1000 on the loading problem.
Use the Loading Graph to determine the moment/1000 for each additional item to be
carried; then list these on the loading problem
NOTE
Loading Graph information for the pilot, passengers, baggage/cargo and hatshelf is
based on seats positioned for average occupants and baggage / cargo or hatshelf items
loaded in the center of these areas as shown on the Loading Arrangements diagram.
For loadings which may differ from these, the Sample Loading Problem lists fuselage
stations for these items to indicated their forward and aft. c.g. range limitation (seat
travel and baggage / cargo or hatshelf area limitation.) Additional moment calculations,
based on the actual weight and c.g. arm (fuselage station) of the being loaded, must be
made if the position of the load is different from that shown on the Loading Graph. A
reduced fuel weight may be measured for use with heavy cabin loadings by filling both
tanks to the 22 gallon marker of 43 gallons (258 pounds) usable. Both tanks may be
filled for maximum range, provided maximum takeoff weight is not exceeded.
6-4
CESSNA 177B
SECTION 6
Total the weights and moments/1000 and plot these values on the Center of Gravity
Moment Envelope to determine whether the point falls within the envelope, and if the
loading is acceptable.
BAGGAGE AND CARGO TIE-DOWN
A nylon baggage net is provided to secure baggage in the area aft of the rear seat and
on the hat shelf. Four eyebolts serve as attaching points for the net. Two eyebolts for
the forward tie-down straps are located on the cabin floor near each sidewall forward of
the baggage door, and two eyebolts are located below the side windows near the aft
baggage wall.
A cargo tie-down kit consisting of eight tie-down attachments is available if one desires
to remove the rear seat (and auxiliary seat, if installed) and utilize the rear cabin area to
haul cargo. Two tie-down block attachments clamp to the aft end of the two outboard
front seat rails and are locked in place by a bolt which must be tightened to a minimum
of fifty inch-pounds. Six latch plates tie-down attachments bolt to standard attach points
in the cabin floor. The six attach points are located as follows: two are located inboard
and approximately 17 inches aft of the rear door posts at station 140; two are located at
the forward edge of the baggage door at station 155; and two are located just forward
of the aft baggage wall at station 173; the maximum allowable cabin floor loading is 200
pounds per square foot; however, when items with small or sharp support areas are
carried, the installation of ¼ inch plywood floor is recommend to protect the aircraft
structure. The maximum rated load weight capacity for each of the six latch plate tiedowns is 140 pounds and is 100 pounds for the two seat rail tie-downs. Rope, straps or
cable used for tie-downs should be rated at a minimum of ten times the load capacity of
the tie-down fittings used. Weight and balance calculation for cargo in the area of the
second row seat (CARGO 1) and the baggage area (CARGO2) can be figured on the
Loading Graph using the lines labeled 2nd Row Passengers or Cargo 1 and / or
baggage, Passenger on Auxiliary Seat, or Cargo 2 and Hatshelf respectively. If the
position of cargo loads is different from that shown on the Loading Arrangements
diagram, the moment must be determined by multiplying the weight by the actual c.g.
arm.
6-5
CESSNA 177B
SECTION 6
Figure 6-3 Loading Arrangements
6-6
CESSNA 177B
SECTION 6
CABIN DOOR
WIDTH
(TOP)
23”
WIDTH
(BOTTOM
47 ½ “
HEIGHT
(FRONT
23”
HEIGHT
(CENTER)
43”
HEIGHT
(REAR)
38”
BAGGAGE DOOR
17 ½”
17 ½”
20 ½ “
---
20”
Figure 6-4 Internal Cabin Dimensions
6-7
WIDTH
y LWR WINDOW
LINE
* CABIN FLOOR
CESSNA 177B
SAMPLE LOADING PROBLEM
Basic empty weight shown is for aircraft
N110PF as calculated from factory, 2-21988
Fuel (60 Gal at 6 # / gal
Standard Tanks (49 gallons)
Long Range tanks ( not installed)
Reduced Fuel (43 gallons)
Pilot and Front Passenger (station 90 to
97)
Second Row Passengers
Cargo 1 Replacing Second Row Seat
(station 126 to 142)
Baggage, Passenger on Auxiliary Seat or
Cargo 2 and Hatshelf ( station 142 to 185)
120 lbs maximum
TOTAL WEIGHT AND MOMENT
SECTION 6
SAMPLE AIRPLANE
Weight
Moment
(lbs)
(inlbs/1000)
1,646.60
171.07
258
340
28.90
31.62
170
22.78
85.4
13.83
2,500.00
268.20
FIGURE 6-5
6-8
YOUR AIRPLANE
Weight
Moment
(lbs)
(inlbs/1000)
1646.6
171.07
CESSNA 177B
SECTION 6
NOTE:
1. Line representing adjustable seats shows the pilot and front passenger center of
gravity on adjustable seats positioned for an average occupant. Refer to the
Loading Arrangement Diagram for forward and aft limits of occupant c.g. range.
2. Hatshelf maximum load = 25 pounds
Figure 6-6 Loading Graph
6-9
CESSNA 177B
SECTION 6
Figure 6-7 Center of Gravity Moment Envelope
Figure 6-8 Center of Gravity Limits
6-10
CESSNA 177B
SECTION 6
EQUIPMENT LIST
The following equipment list is a comprehensive list of all Cessna equipment available
for this airplane. A separate equipment list of items installed in your specific airplane is
provided in your aircraft file. The following list and the specific list for your airplane have
a similar order of listing.
This equipment list provides the following information:
An item number gives the identification number for the item. Each number is prefixed
with a letter which identifies the descriptive grouping (example: A. Powerplant &
Accessories) under which it is listed. Suffix letters identify the equipment as a required
item, a standard item or an optional item. Suffix letters are as follows:
-R = required items of equipment for FAA certification
-S = standard equipment items
-O = optional equipment items replacing required or standard items
-A = optional equipment items which are in addition to required or standard items
A reference column provides the drawing number for the item.
NOTE
If additional equipment is to be installed, it must be done in accordance with the
reference drawing, accessory kit instructions, or a separate FAA approval.
Columns showing weight (in pounds) and arm (in inches) provide the weight and center
of gravity location for the equipment.
NOTE
Unless otherwise indicated, true values (not net change values) for the weight and arm
are shown. Positive arms are distances aft of the airplane datum; negative arms are
distances forward of the datum.
NOTE
Asterisks (*) after the weight and arm indicate complete assembly installation. Some
major components of the assembly are listed on the lines immediately following. The
summation of these major components does not necessarily equal the complete
assembly installation.
6-11
CESSNA 177B
SECTION 6
6-12
CESSNA 177B
SECTION 6
6-13
CESSNA 177B
SECTION 6
6-14
CESSNA 177B
SECTION 6
6-15
CESSNA 177B
SECTION 6
6-16
CESSNA 177B
SECTION 7
AIRPLANE AND SYSTEMS DESCRIPTION
SECTION 7
AIRPLANE AND SYSTEMS
DESCRIPTIONS
TABLE OF CONTENTS
Introduction ---------------------------------------------------------------------7-2
Airframe -------------------------------------------------------------------------7-2
Flight Controls -----------------------------------------------------------------7-3
Trim Systems -------------------------------------------------------------7-5
Instrument Panel --------------------------------------------------------------7-5
Ground Control ----------------------------------------------------------------7-5
Wing Flap System ------------------------------------------------------------7-6
Landing Gear System--------------------------------------------------------7-6
Baggage Compartment------------------------------------------------------7-7
Seats -----------------------------------------------------------------------------7-7
Seat Belts and Shoulder Harnesses -------------------------------------7-8
Seat Belts------------------------------------------------------------------7-8
Shoulder Harnesses ----------------------------------------------------7-8
Integrated Seat Belt / Shoulder Harnesses
with Inertial Reels -------------------------------------------------------7-9
Entrance Doors and Cabin Windows ------------------------------------7-9
Control Locks ---------------------------------------------------------------- 7-10
Engine ------------------------------------------------------------------------- 7-10
Engine Controls -------------------------------------------------------- 7-10
Engine Instruments---------------------------------------------------- 7-11
New Engine Break-in and Operation ----------------------------- 7-12
Engine Oil System----------------------------------------------------- 7-12
Engine-Starter System ----------------------------------------------- 7-13
Air Induction System -------------------------------------------------- 7-13
Exhaust System-------------------------------------------------------- 7-14
Carburetor and Priming System ----------------------------------- 7-14
Cooling System -------------------------------------------------------- 7-14
Propeller----------------------------------------------------------------------- 7-15
Fuel System ------------------------------------------------------------------ 7-15
Brake System ---------------------------------------------------------------- 7-16
7-1
CESSNA 177B
SECTION 7
Electrical System------------------------------------------------------------ 7-18
Master Switch ---------------------------------------------------------- 7-18
Ammeter ----------------------------------------------------------------- 7-19
Over-Voltage Sensor and Warning Light ------------------------ 7-20
Circuit Breakers and Fuses ----------------------------------------- 7-20
Ground Service Plug Receptacle ---------------------------------- 7-20
Lighting Systems ------------------------------------------------------------ 7-21
Exterior Lighting-------------------------------------------------------- 7-21
Interior Lighting--------------------------------------------------------- 7-21
Cabin Heating, Ventilating and Defrosting System ----------------- 7-23
Pitot-Static System and Instruments ----------------------------------- 7-24
Airspeed Indicator ----------------------------------------------------- 7-24
Rate-Of-Climb Indicator ---------------------------------------------- 7-25
Altimeter ----------------------------------------------------------------- 7-25
Vacuum System and Instruments--------------------------------------- 7-25
Attitude Indicator ------------------------------------------------------- 7-25
Directional Indicator --------------------------------------------------- 7-25
Suction Gage ----------------------------------------------------------- 7-25
Stall Warning System ------------------------------------------------------ 7-26
Avionics Support Equipment --------------------------------------------- 7-27
Audio Control Panel -------------------------------------------------------- 7-27
Transmitter Selector Switch----------------------------------------- 7-27
Automatic Audio Selector Switch ---------------------------------- 7-28
Audio Selector Switches --------------------------------------------- 7-28
Microphone-Headset ------------------------------------------------------- 7-28
Static Dischargers ---------------------------------------------------------- 7-29
INTRODUCTION
This section provides description and operation of the airplane systems. Some
equipment described herein is optional and may not be installed in the airplane. Refer
to Section 9, Supplements, for details of other optional systems and equipment.
AIRFRAME
The Cardinal is an all-metal, four-place, high-wing, single-engine airplane equipped with
tricycle landing gear, and designed for general utility purposes.
The construction of the fuselage is a conventional formed sheet metal bulkhead and
skin design referred to as semi-monocoque. Incorporated into the fuselage structure
are a flat floorboard extending from the firewall to the back of the baggage
compartment, large cabin door openings, and a baggage door opening. Major items of
structure include a forward carry-through spar and a forged aluminum main carrythrough spar to which the wings are attached. The lower aft portion of the fuselage
center section contains the forgings and structure for the main landing gear. A
reinforced tail skid / tie-down ring is installed on the tailcone for the tailcone protection.
7-2
CESSNA 177B
SECTION 7
The full cantilever, modified laminar flow wings with integral fuel tanks are constructed
of a forward spar, main spar, conventional formed sheet metal ribs and aluminum skin.
The integral fuel tanks are formed by the forward spar, two sealing ribs, and an aft fuel
tank spar forward of the main spar. The Frise-type ailerons and single-slot type flaps
are of the conventional formed sheet metal ribs and smooth aluminum skin construction.
The ailerons are equipped with ground adjustable trim tabs on the inboard end of the
trailing edge, and balance weights in the leading edges.
Figure 7-1 Flight Controls and Trim Systems
The empennage (tail assembly) consists of a conventional vertical stabilizer and rudder,
and a stabilator. The vertical stabilizer and rudder are of conventional construction
consisting of formed sheet metal forward and aft spars, and formed sheet metal ribs
covered with aluminum skin. The tip of the rudder is designed with a leading edge
overhang which contains a balance weight. The stabilator is a combination of the
horizontal stabilizer and elevator, and incorporates a 40% span anti-servo trim tab. The
stabilator is constructed of a torque transmitting primary spar, and aft spar, formed
sheet metal ribs, and aluminum skin. The stabilator contains a beam mounted balance
weight attached to the center of the primary spar and extending into the fuselage
tailcone. The leading edge contains four inverted slots formed of sheet metal and
positioned to place two on each side of the fuselage.
FLIGHT CONTROLS
The airplane’s flight control system consists of conventional aileron and rudder control
surfaces and a stabilator (combined horizontal stabilizer and elevator) (see figure 7-1).
The control surfaces are manually operated through mechanical linkage using a control
wheel for the aileron and stabilator, and rudder / brake pedals for the rudder.
7-3
CESSNA 177B
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
SECTION 7
Static Pressure Alternate Source Valve
Economy Mixture Indicator
Clock
Suction gage
Fuel Pressure Gage
Over-Voltage Warning Light
Ammeter and Oil Pressure Gages
Cylinder head Temperature and Left Fuel
Quantity Indicator
Flight Instrument Group
Right Fuel Quantity Indicator and Oil
Temperature Gage
Encoding Altimeter
Manifold Pressure Gage
Omni Course Indicators
Tachometer
Rear View Mirror
Marker Beacon Indicator Lights and Switches
Audio Control Panel
Radios
Transponder
Autopilot Control Unit
Secondary Altimeter
ADF Bearing Indicator
Wing Flap Switch and Position Indicator
ADF Radio
Map Compartment
26
27
28
29
30
31
32
33
Flight Hour Recorder
Circuit Breakers
Defroster Control Knob
Cabin Air / Heat Control Knob
Mixture Control Knob
Propeller Control Knob
Throttle (With Friction Lock)
Rudder Trim Control Wheel
34
35
Ashtray
Cowl Flap Control Lever
36
37
38
39
40
41
42
43
44
45
46
47
48
49
Microphone
Courtesy Light
Cigar Lighter
Carburetor Heat Control Knob
Fuel Shutoff Valve Control Knob
Stabilator Trim Control Wheel
Electrical Switches
Parking Brake Handle
Instruments and Radio Dial Light Rheostats
Ignition Switch
Auxiliary Fuel Pump Switch
Master Switch
Phone and Auxiliary Mike Jacks
Primer
Figure 7-2 Instrument Panel
7-4
CESSNA 177B
SECTION 7
TRIM SYSTEMS
Manually operated rudder and stabilator trim is provided. Rudder trimming is
accomplished through a bungee connected to the rudder control system and a trim
control wheel mounted on the control pedestal. Rudder trimming is accomplished by
rotating the horizontally mounted trim control wheel either left or right to the desired trim
position. Rotating the trim wheel to the right will trim nose-right; conversely, rotating it to
the left will trim nose-left. Stabilator trimming is accomplished through the stabilator trim
tab by utilizing the vertically mounted trim control wheel. Forward rotation of the trim
wheel will trim nose-down; conversely, aft rotation will trim nose up.
INSTRUMENT PANEL
The instrument panel (see Figure 7-2) is designed around the basic “T” configuration.
The gyros are located immediately in front of the pilot and arranged vertically over the
control column. The airspeed indicator and altimeter are located to the left and right of
the gyros respectively. The remainder of the flight instruments are located around the
basic “T”. Engine and electrical instruments and fuel quantity indicators are arranged
around the base of the control wheel shaft. An alternate static source valve control
knob and two additional instruments may be installed along the left edge of the
instrument panel. Avionics equipment is stacked approximately on the centerline of the
panel, with the right side of the panel containing the wing flap switch and indicator, map
compartment, and space for additional instruments and avionics equipment. A switch
and control panel, at the lower edge of the instrument panel, contains most of the
switches, controls, and circuit breakers necessary to operate the airplane. The left side
of the panel contains the primer, master switch, auxiliary fuel pump switch, ignition
switch, panel light intensity, controls and electrical switches for installed equipment.
The center area contains the stabilator trim control wheel, carburetor heat control knob,
throttle, propeller control, and mixture control. The right side of the panel contains the
defroster control knob, cabin air / heat control knob and circuit breakers. A pedestal,
extending from the edge of the switch and control panel to the floorboard, contains the
rudder trim control wheel, an ashtray, a cigar lighter, the cowl flap control lever, and the
microphone bracket. A fuel shutoff valve is positioned at the upper left corner of the
pedestal, and a parking brake handle is mounted under the switch and control panel, in
front of the pilot.
For details concerning the instruments, switches, circuit breakers, and controls on this
panel, refer in this section to the description of the systems to which these items are
related.
GROUND CONTROL
Effective ground control while taxiing is accomplished through nose wheel steering by
using the rudder pedals; left rudder to steer left and right rudder pedal to steer right.
When a rudder pedal is depressed, a spring-loaded steering bungee (which is
connected to the nose gear and to the rudder bars) will turn the nose wheel through an
arc of approximately 9° each side of center. By applying either left or right brake, the
degree of turn may be increased up to 45° each side of center.
7-5
CESSNA 177B
SECTION 7
Moving the airplane by hand is most easily accomplished by attaching a tow bar to the
nose gear strut. If a tow bar is not available, or pushing is required, us the main landing
gear struts as push points. Do not use .the vertical or horizontal surfaces to move the
airplane. If the airplane is to be towed by vehicle, never turn the nose wheel more than
45° either side of center or structural damage to the nose gear could result.
The minimum turning radius of the airplane, using differential braking and nose wheel
steering during taxi, is approximately 25 feet 5 inches. To obtain a minimum radius turn
during ground handling, the airplane may be rotated around either main gear by
pressing down at a tailcone bulk head just forward of the stabilator to raise the nose
wheel off of the ground.
Figure 7-3, Wing Flap System
WING FLAP SYSTEM
The wing flaps are of the large span, single–slot type (see figure 7-3), and are extended
or retracted by positioning the wing flap switch lever on the instrument panel to the
desired flap deflection position. The switch lever is moved up or down in a slotted panel
that provides mechanical stops at the 10° and 20° positions. For flap settings greater
that 10, move the switch lever to the right to clear the stop and position it as desired. A
scale and pointer on the left side of the switch lever indicates flap travel in degrees.
The wing flap system circuit breaker is protected by a 15-amp circuit breaker, labeled
FLAP, on the right side of the instrument panel.
LANDING GEAR SYSTEM
The landing gear is of the tricycle type with a steerable nose wheel, two main wheels,
and wheel fairings. Shock absorption is provided by the tubular spring-steel main
landing gear struts and the air/oil nose gear shock strut. Each main gear wheel is
equipped with a hydraulically actuated disc-type brake on the inboard side of each
wheel, and an aerodynamic fairing over each brake.
7-6
CESSNA 177B
SECTION 7
BAGGAGE COMPARTMENT
The baggage compartment consists of the area from the back of the rear passenger
seats to the aft cabin bulkhead. Mounted to the aft cabin bulkhead, and extending aft of
it, is a hatshelf. Access to the baggage compartment and the hatshelf is gained through
a lockable baggage door on the left side of the airplane, or from within the airplane
cabin. A baggage net with six tie-down straps is provided for securing baggage and is
attached by tying the straps to the tie-down rights provided in the airplane. A cargo tiedown kit may also be installed. For further information on baggage and cargo tie-down,
refer to Section 6. When loading the airplane, children should not be placed or
permitted in the baggage compartment unless a child’s seat is installed, and any
material that might be hazardous to the airplane or occupants should not be place
anywhere in the airplane. For baggage area and door dimensions refer to Section 6.
SEATS
The seating arrangement consists of two separate adjustable seats for the pilot and
front passenger, and a solid or split-backed fixed seat in the rear. A child’s seat may
also be installed aft of the rear seats. The pilot’s and front passenger’s seats are
available in two different designs: four-way and six-way adjustable.
Figure 7-4 Seat belts and shoulder harness
Four-way may be moved forward and aft, and the seat back angle changed. To position
the seat, lift the lever under the left corner of the seat, slide into position, release the
lever, and check that the seat is locked in place. The seat back is spring-loaded to the
vertical position. To adjust its position, rotate the knob on the right rear side of the seat
and reposition the back. The seat backs will also fold full forward.
The six-way seats may be moved forward or aft, adjusted for height, and the seat back
angle is infinitely adjustable. Position the seat by lifting the tubular handle, under the
center of the seat bottom, and slide the seat into position; then release the lever and
check that the seat is locked in place. Raise or lower either seat by rotating a crank
7-7
CESSNA 177B
SECTION 7
under the left corner of the seat. Seat back angle is adjustable by rotating a crank
under the right corner of either seat. The seat bottom angle will change as the seat
back angle changes, providing proper support. The seat backs will also fold full
forward.
The rear passenger’s seats consist of a fixed one-piece seat bottom with either onepiece or individually adjustable seat backs. The one-piece back is adjusted by a lever
under the center of the seat bottom between the passengers. Two adjustment levers
are provided for the individually adjustable backs. These levers are under the left and
right corners of the seat bottom. All seat back configurations are spring-loaded to the
vertical position. To adjust either type of seat back, lift the adjustment lever and
reposition the back.
Headrests are available for any of the seat configurations. To adjust the headrest,
apply enough pressure to it to raise or lower it to the desired level. The headrest may
be removed at any time by raising it until it disengages from the top of the seat back.
SEAT BELTS AND SHOULDER HARNESSES
All seat positions are equipped with seat belts (see Figure 7-4). The pilot’s and front
passenger’s seats are also equipped with separate shoulder harnesses; separate
shoulder harnesses are available for the remaining seat positions. Integrated seat belt /
shoulder harnesses with inertial reels can be furnished for the pilot’s and front
passenger’s positions if desired.
SEAT BELTS
The seat belts used with the pilot’s and front passenger’s seats and the child’s seat (if
installed) are attached to fittings on the floorboard. The buckle half is inboard of each
seat and the link half is outboard of each seat. The belts for the rear seat are attached
to the seat frame, with the link halves on the left and right sides of the seat bottom and
the buckles at the center of the seat bottom.
To use the seat belts for the front seats, position the seat as desired, and then lengthen
the link half of the belt as needed by grasping the sides of the link and pulling against
the belt. Insert and lock the belt link into the buckle. Tighten the belt to a snug fit. Seat
belts for the rear seats and the child’s seat are sued in the same manner as the belts for
the front seats. To release the seat belts, grasp the top of the buckle opposite the link
and pull upward.
SHOULDER HARNESSES
Each front seat shoulder harness is attached to a rear doorpost above the window line
and is stowed behind a stowage sheath above the cabin door. To stow the harness,
fold it and place it behind the sheath. When rear seat shoulder harnesses are
furnished, they are attached adjacent to the lower corners of the rear window. Each
rear seat harness is stowed behind a stowage sheath above an aft side window. No
harness is available for the child’s seat.
7-8
CESSNA 177B
SECTION 7
To use a front or rear seat shoulder harness, fasten and adjust the seat belt first.
Lengthen the harness as required by pulling on the connecting link on the end of the
harness and the narrow release strap. Snap the connecting link firmly onto the retaining
stud on the seat belt link half. Then adjust to length. A properly adjusted harness will
permit the occupant to lean forward enough to sit completely erect, but prevent
excessive forward movement and contact with objects during sudden deceleration.
Also, the pilot will want the freedom to reach all controls easily.
Removing the shoulder harness is accomplished by pulling upward on the narrow
release strap, and removing the harness connecting link from the stud on the seat belt
link. In an emergency, the shoulder harness may be removed by releasing the seat belt
first and allowing the harness, still attached to the link half of the seat, to drop to the
side of the seat.
INTEGRATED SEAT BELT / SHOULDER HARNESSES WITH INERTIA REELS
Integrated seat belt / shoulder harnesses with inertial reels are available for the pilot and
front seat passenger. (See Figure 7-4). The seat belt / shoulder harnesses extend from
inertia reels located in the cabin ceiling to attach point’s inboard of the two front seats.
A separate seat belt half and buckle is located outboard of the seats. Inertia reels allow
complete freedom of body movement. However, in the event of a sudden deceleration,
they will lock automatically to protect the occupants.
NOTE
The inertial reels are located for maximum shoulder harness comfort and safe retention
of the seat occupants. This location requires that the shoulder harnesses cross near
the top so that the right hand inertia reel serves the pilot and the left hand reel serves
the front passenger. When fastening the harness, check to ensure the proper harness
is being used.
To use the seat belt / shoulder harness, position the adjustable metal link on the
harness at about shoulder level, pull the link and harness downward, and insert the link
in the seat belt buckle. Adjust belt tension across the lap by pulling upward on the
shoulder harness. Removal is accomplished by releasing the seat belt buckle, which
will allow the inertia reel to pull the harness inboard of the seat.
ENTRANCE DOORS AND CABIN WINDOWS
Entry to, and exit from the airplane is accomplished through either of two entry doors,
one on each side of the cabin at the front seat position (refer to section 6 for cabin and
cabin door dimensions.) The doors incorporate a recessed exterior door handle, a
conventional interior door handle, a key-operated door lock (left door only), a door stop
mechanism, and a ventilation window.
To open the doors from outside the airplane, utilize the recessed door handle near the
aft edge of each door depress the forward end of the handle to rotate it out of its
recess, and then pull outboard. To close or open the doors from inside the airplane,
use the conventional door handle and arm rest. The inside door handle is a three7-9
CESSNA 177B
SECTION 7
position handle having a placard at its base with the positions OPEN, CLOSE and
LOCK shown on it. The handle is spring-loaded to the CLOSE (up) position. When the
door has been pulled shut and latched, lock it by rotating the door handle forward to the
LOCK position. Both cabin doors should be locked prior to flight, and should not be
opened intentionally during flight.
NOTE
Accidental opening of a cabin door in flight due to improper closing does not constitute a
need to land the airplane. The best procedure is to set up the airplane in a trimmed
condition at approximately 80 knots, momentarily shove the door outward slightly, and
forcefully close and lock the door.
Exit from the airplane is accomplished by rotating the door handle full aft to the OPEN
position and pushing the door open. To lock the airplane, lock the right cabin door with
the inside handle, close the left cabin door, and using the ignition key, lock the door.
Both cabin doors are equipped with a crank-operate ventilation window in the lower
front corner of the fixed door window. The crank, located below each ventilation window
opens the window when rotated forward and closes it when rotated aft. A placard,
listing restrictions and usage, is located adjacent to the crank handle. The windows
should not be opened at airspeeds above 105 knots, or when the alternated static
source is in use. All other cabin windows are of the fixed type and cannot be opened.
CONTROL LOCKS
A control lock is provided to lock the ailerons and stabilator control surfaces in a neutral
position and prevent damage to these systems by wind buffeting while the airplane is
parked. The lock consists of a shaped steel rod with a red metal flag attached to it. The
flag is labeled CONTROL LOCK, REMOVE BEFORE STARTING ENGINE. To install
the control lock, align the hole on the right side of the pilot’s control wheel with the hole
in the right side of the shaft collar on the instrument panel and insert the rod into the
aligned holes. Proper installation of the lock will place the red flag over the ignition
switch. In areas where gusty winds occur, a control surface lock should be installed
over the vertical stabilizer and rudder. The control lock and any other type of locking
device should be removed prior to starting the engine.
ENGINE
The airplane is powered by a horizontally-opposed four-cylinder overhead-valve, air
cooled, carbureted engine with a wet sump oil system. The engine is a Lycoming Model
O-360-A1F6D and is rated at 10 horsepower at 2700 RPM. Major accessories mounted
on the engine include a direct-drive starter and belt-driven alternator on the front of the
engine, and dual magnetos, and engine-driven fuel pump, a full flow oil filter, a propeller
governor, and a vacuum pump on the rear of the engine.
ENGINE CONTROLS
Engine manifold pressure is controlled by a throttle located on the lower center portion
of the instrument panel. The throttle operates in a conventional manner; in the full
7-10
CESSNA 177B
SECTION 7
forward position, the throttle is open and in the full aft position, it is closed. A friction
lock, which is a round knurled disk, is located at the base of the throttle and is operated
by rotating the lock clockwise to increase friction or counterclockwise to decrease it.
The mixture control, mounted above the right corner of the control pedestal, is a red
knob with raised points around the circumference and is equipped with a lock button in
the end of the knot. The rich position is full forward and full aft is the idle cut-off
position. For small adjustments, the control may b moved forward by rotating the knob
clockwise and aft by rotating the knob counter-clockwise. For rapid or large
adjustments, the knob may be moved forward or aft by depressing the lock button in the
end of the control, and then positioning the control as desired.
ENGINE INSTRUMENTS
Engine operation is monitored by the following instruments: oil pressure gage, oil
temperature gage, cylinder head temperature gage, tachometer, manifold pressure
gage, and fuel pressure gage. An economy mixture (EGT) indicator and carburetor air
temperature gage are also available.
The oil pressure gage, located below and to the left of the pilot’s control wheel shaft is
operated electrically and by oil pressure. A direct pressure oil line from the engine
delivers oil at engine operating pressure to a transducer. The transducer then transmits
the oil pressure electronically to the gage. Gage markings indicate that the minimum
idling pressure is 25 psi (red line), the normal operating range is 60 to 90 psi (green arc)
and maximum pressure is 100 psi (red line.)
Oil temperature is indicated by a gage located below and to the right of the pilot’s
control wheel shaft. The gage is operated by an electrical-resistance type temperature
sensor which receives power from the airplane electrical system. Oil temperature
limitations are the normal operating range (green arc) which is 38°C (100°F) to 118°C
(245°F), and the maximum (red line) which is 118°C (245°F).
The cylinder head temperature gage is located directly to the left of the pilot’s control
wheel shaft. An electrical-resistance type temperature sensor, which receives power
from the airplane electrical system, operates the gage. Temperature limitations are ht
normal operating range (green arc) which is 93°C (200°F) to 260°C (500°F) and the
maximum (red line) is 260°C (500°F)
The engine-driven mechanical tachometer is located near the lower center portion of the
instrument panel. The instrument is calibrated in increments of 100 RPM and indicates
both engine and propeller speed. An hour meter below the center of the tachometer
dial records elapsed engine time n hours and tenths. Instrument makings include a
normal operating range (stepped green arc) of 2100 to 2700 RPM with a step at the
2500 RPM indicator mark. The normal operating range upper is 2500 RPM and
increases to 2700 RPM at 8000 feet. 2500 to 2700 RPM may be used at any altitude
during hot day conditions. Maximum (red line) at any altitude is 2700 RPM. A yellow
arc 1700 to 1900 RPM is provided to caution the pilot against engine operation at or
below 10 inches Hg manifold pressure in the 1700 to 1900 RPM range.
7-11
CESSNA 177B
SECTION 7
The manifold pressure gage is mounted to the left of the tachometer. The gage is direct
reading and indicates induction air manifold pressure in inches of mercury. It has a
normal operating range (green arc) of 15 to 24 inches of mercury.
A fuel pressure gage, on the lower left side of the instrument panel, indicates fuel
pressure to the carburetor in pounds per square inch. The gage is operated by fuel
pressure from the output side of the engine-driven and/or electric auxiliary fuel pump.
Gave markings are in 1 psi increments with a red line at 2 psi and 8 psi. A green arc
extends from 2 psi to 8 psi is indicated the normal operating range.
An economy mixture (EGT) indicator is available for the airplane and is located on the
extreme lower end of the instrument panel. A thermocouple probe is the engine tailpipe
measures exhaust gas temperature and transmits it to the indicator. The indicator
serves as a visual aid to the pilot in adjusting cruise mixture. Exhaust gas temperature
varies with fuel-to-air ratio, power, and RPM. However, the difference between peak
EGT and the EGT at the cruise mixture setting is essentially constant and this provides
a useful leaning aid. The indicator is equipped with a manually positioned peak EGT
reference pointer.
A carburetor air temperature gage may be installed on the left side of the instrument
panel to help detect carburetor icing conditions. The gage is marked in 5 increments,
from -30°C to +30°C, and has a yellow arc between -15°C and +5°C which indicates the
temperature range most conducive to icing in the carburetor. A placard on the lower
half of the gage face reads KEEP NEEDLE OUT OF YELLOW ARC DURING
POSSIBLE CARBUETOR ICING CONDITIONS.
NEW ENGINE BREAK-IN AND OPERATION
The engine underwent a run-in at the factory and is ready for the full range of use. It is,
however, suggested that cruising be accomplished at 65% to 75% power until a total of
50 hours has accumulated or oil consumption has stabilized. This will ensure proper
seating of the rings.
The airplane is delivered from the factory with corrosion preventive oil in the engine. If,
during the first 25 hours, oil must be added, use only aviation grade straight mineral oil
conforming to Specification No. MIL-L-6082.
ENGINE OIL SYSTEM
Oil for engine lubrication and propeller governor operation is supplied from a sump on
the bottom of the engine. The capacity of the engine sump is eight quarts (one
additional quart is contained in the engine oil filter.) Oil is drawn from the sump through
an oil suction strainer into the engine-driven oil pump. From the pump, oil is routed to a
bypass valve. If the oil is cold, the bypass valve allows the oil to go directly from the
pump to the oil filter. If the oil is hot, the bypass valve routes the oil out of the accessory
housing and into a flexible hose leading to the oil cooler on the lower right side of the
firewall. Pressure oil from the cooler returns to the accessory housing where it enters
7-12
CESSNA 177B
SECTION 7
the oil filter. The filtered oil then enters a pressure relief valve which regulates engine
oil pressure by allowing excessive oil to return to the pump, while the balance of the
pressure oil is circulated to various engine parts for lubrication. Residual oil is returned
to the sump by gravity flow. Also, engine oil is routed to the propeller governor to
provide control pressures to the propeller.
An oil filler cap/oil dipstick is located at the rear of the engine on the right side. The filler
cap/dipstick is accessible through an access door in the engine cowling. The engine
should not be operated on less than six quarts of oil. To minimize loss of oil through the
breather, fill to seven quarts for normal flights of less than three hours. For extended
flight, fill to eight quarts (dipstick indication only).
For engine oil grade and
specifications, refer to Section 8 of this handbook.
An oil quick-drain valve is available to replace the drain plug in the oil sump drain port,
and provides quicker, cleaner draining of the engine oil. To drain the oil with this valve
installed, slip a hose over the end of the valve and push upward on the end of valve
until is snaps into the open position. Spring clips will hold the valve open. After
draining, use a suitable tool to snap the valve into the extended (closed) position. And
remove the drain hose.
IGNITION-STARTER SYSTEM
Engine ignition is provided by an engine-driven dual magneto, and two spark plugs in
each cylinder. The right magneto fires the lower right and upper left spark plugs, and
the left magneto fires the lower left and upper right spark plugs. Normal operation is
conducted with both magnetos due to the more complete burning of the fuel-air mixture
with dual ignition.
Ignition and starter operation is controlled by a rotary type switch located on the left
switch and control panel. The switch is labeled clockwise, OFF, R, L, BOTH, and
START. The engine should be operated on both magnetos (BOTH position) except for
magneto checks. The R and L positions are for checking purposes and emergency use
only. When the switch is rotated to the spring-loaded START position, (with the master
switch in the ON position), the starter contractor is energized and the starter will crank
the engine. When the switch is released, it will automatically return to the BOTH
position.
AIR INDUCTION SYSTEM
The engine air induction system receives ram air through the left intake in the cowling
nose cap. Just inside the intake is an air filter which removes dust and other foreign
matter from the induction air. Airflow passing through the filter enters an airbox at the
front of the engine. After passing through the airbox, induction air enters the inlet in the
carburetor which is under the engine, and is then ducted to the engine cylinders through
intake manifold tubes. In the event carburetor ice is encountered or the intake filter
becomes blocked, alternate heated air can be obtained from a shroud around an
exhaust riser through a duct to a valve, in the airbox, operated by the carburetor heat
control on the instrument panel. Heated air from the muffler shroud is obtained from an
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CESSNA 177B
SECTION 7
unfiltered outside source. Use of full carburetor het at full throttle will result in a power
loss of approximately 13%.
EXHAUST SYSTEM.
Exhaust gas from each cylinder passes through riser assemblies to a muffler and
tailpipe the muffler is constructed with a shroud around the outside which forms a
heating chamber for cabin heater air.
CARBURETOR AND PRIMING SYSTEM
The engine is equipped with an up-draft, float-type, fixed jet carburetor mounted on the
bottom of the engine. The carburetor is equipped with an enclosed accelerator pump,
simplified fuel passages to prevent vapor locking, an idle cut-off mechanism and a
manual mixture control Fuel is delivered to the carburetor by gravity flow from the fuel
system. In the carburetor, fuel is atomized, proportionally mixed with intake air and
delivered to the cylinders through intake manifold tubes. The proportion of atomized
fuel to air is controlled, within limits, by the mixture control on the instrument panel.
For easy starting in cold weather the engine is equipped with a manual primer. The
primer is actually a small pump which draws fuel from the fuel strainer with the plunger
is pulled out, and injects it into the cylinder intake ports with the plunger is pushed back
in. The plunger knob, on the instrument panel, is equipped with a lock, and, after being
pushed full in, must be rotated either left or right until the know cannot be pulled out.
COOLING SYSTEM
Ram air for engine cooling enters through two intake openings in the cowling nose cap.
The cooling air is directed around the cylinders and other areas of the engine by
baffling, and is then exhausted through cowl flaps on the lower aft edge of the cowling.
The cowl flaps are mechanically operated from the cabin by means of a cowl flap lever
on the right side of the control pedestal. The pedestal is labeled OPEN, COWL FLAPS,
CLOSED. During takeoff and high power operation, the cowl flap lever should be
placed in the OPEN position for maximum cooling. This is accomplished by moving the
lever to the right to clear a locking hole, then moving the lever to the OPEN position.
Anytime the4 lever is repositioned, it must first be moved to the right. While in cruise
flight, cowl flaps should be adjusted to keep the cylinder head temperature at
approximately three-fourths of the normal operating range (green arc.) During extended
let-downs, it may be necessary to completely close the cowl flaps by pushing the cowl
flap lever down to the CLOSED position.
A winterization kit is available for the airplane. It consists of two baffles for the cowling
nose cap air intake openings, insulation for the crankcase breather line and a placard to
be installed on the instrument panel. This equipment should be installed for operations
in temperatures consistently below -7°C (20°F). Once installed, crankcase breather line
insulation is approved for permanent installation regardless of temperature.
PROPELLER
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CESSNA 177B
SECTION 7
The airplane has an all-metal, two-bladed constant-speed governor-regulated propeller.
A setting introduced into the governor with the propeller control establishes the propeller
speed, and thus the engine speed to be maintained. The governor then controls the
flow of engine oil, boosted to high pressure by the governing pump, to or from a piston
in the propeller hub. Oil pressure acting on the piston twists the blades toward high
pitch (low RPM). When oil pressure to the piston in the propeller hub is relieved,
centrifugal force, assisted by an internal spring, twists toward the low pitch (high RPM).
A control knob on the lower center portion of the instrument panel is used to set the
propeller and control engine RPM as desired for various flight conditions. The knob is
labeled PROP RPM, PUSH INCREASE. When the control knob is pushed in, blade
pitch will decrease, giving a higher RPM. When the control knob is pulled out, the blade
pitch is increases, thereby decreasing RPM. The propeller control knob is equipped
with a vernier feature which allows slow or fine RPM adjustments by rotating the knob
clockwise to increase RPM, and counterclockwise to decrease it. To make rapid or
large adjustments, depress the button on the end of the control knob and reposition the
control as desired.
FUEL SYSTEM
The airplane may be equipped with either a standard fuel system or a long range
system (see Figure 7-6) both systems consist of two vented integral fuel tanks (one in
each wing), a three-position fuel selector valve, fuel reservoir tank, fuel shutoff valve,
fuel strainer, manual primer, auxiliary fuel pump, engine-driven fuel pump, and
carburetor. Refer to figure 7-5 for fuel quantity for both systems.
FUEL QUANTITY DATA (U S GALLONS)
TANKS
STANDARD
(25 Gal Each)
LONG RANGE
(30 Gal Each)
TOTAL USABLE
FUEL ALL FLIGHT
CONDITIONS
49
TOTAL UNUSABLE
FUEL
TOTAL FUEL
VOLUME
1
50
60
1
61
Figure 7-5 Fuel Quantity Data
Fuel flows by gravity from the two integral wing tanks to the three-position selector valve
labeled BOTH ON, LEFT, and RIGHT. From the selector valve, fuel flows to a reservoir
tank and a shutoff valve. With the shutoff valve knob pushed full in, fuel will then flow
through the strainer to an engine-driven, or an electric fuel pump which parallels the
engine-driven pump and is used in the event the fuel pressure drops below 2 psi. The
engine-driven fuel pump (or electric pump, it in use) then delivers fuel to the carburetor.
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CESSNA 177B
SECTION 7
NOTE
In the event that engine-driven pump should fail during operations that require high
power, the electric fuel pump should be turned on.
From the carburetor, mixed fuel and air flows to the cylinders through intake manifold
tubes. The manual primer draws its fuel from the fuel strainer and injects it into the
cylinder ports.
The airplane may be serviced to a reduced capacity to permit heavier cabin loadings.
This is accomplished by utilizing a marker in the filler nick in either the standard or long
range thanks. The marker consists of a series of small holes at the bottom of the filler
neck. When both tanks are filled to this level, the total usable fuel is 43 gallons with
either the standard or long range tank installations.
Fuel system venting is essential to system operation. Complete blockage of the venting
system will result in decreasing fuel flow and eventual engine stoppage. Venting is
accomplished by vent lines, one from each fuel tank, which vent overboard at the wing
tip opposite the tank. The vent lines are interconnected, providing back-up ventilation
for each tank through the opposite fuel tank vent line. A connecting vent line from the
right fuel tank vent line to the reservoir tank prevents the reservoir tank from becoming
air locked during refueling operations.
Fuel quantity is measured by two float-type fuel quantity transmitters (one in each
thank) and indicated by two electrically operated fuel quantity indicators on the lower left
portion of the instrument panel. An empty tank is indicated by a red line and the letter
E. When an indicator shows an empty tank, approximately 0.5 gallons remains as
unusable fuel. The indicators cannot be relied upon for accurate readings during skids,
slips, or unusual attitudes. If both indicator pointers should rapidly move to a zero
reading, check the cylinder head temperature gage, oil temperature gage, or oil
pressure gage for readings. If these gages are not indicating, an electrical malfunction
has occurred.
NOTE
Take off with the fuel selector valve handle in the BOTH ON position to prevent
inadvertent takeoff on an empty tank. However, during long range flight with the
selector in the BOTH ON position, unequal fuel flow from each tank may occur if the
wings are not maintained exactly level. Resulting wing heaviness can be alleviated
gradually by turning the selector valve handle to the fuel in the “heavy wing”. The
recommended cruise fuel management procedure is to use the left and right tank
alternately.
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CESSNA 177B
SECTION 7
Figure 7-6 Fuel System (Standard and Long Range)
NOTE
With low fuel (1/16 tank or les) a prolonged powered steep descent (1000 feet or
more) should be avoided with more than 10 flaps to prevent the possibility of fuel
starvation resulting from uncovering the fuel tank outlets. If starvation should occur,
leveling the nose and turning on the auxiliary fuel pump should restore engine power
within 30 seconds.
th
The fuel system is equipped with drain valves to provide a means for the examination of
fuel in the system for contamination and grade. The system should be examined before
the first flight of the day and after each refueling by using the sampler cup provided to
drain fuel from the wing tank sumps, and by utilizing the fuel strainer drain under an
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CESSNA 177B
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access panel on the right side of the engine cowling. An additional drain valve is
provided in the reservoir tank and should be used to check the fuel if water is detected.
The fuel tanks should be fuelled after each flight to prevent condensation.
BRAKE SYSTEM
The airplane has a single-disc, hydraulically-actuated brake on each main landing gear
wheel. Each brake is connected, by a hydraulic line, to a master cylinder attached to
each of the pilot’s rudder pedals. The brakes are operated by applying pressure to the
top of either the left (pilot’s) or right (copilot’s) set of rudder pedals, which are
interconnected. When the airplane is parked, both main wheel brakes may be set by
utilizing the parking brake which is operated by a handle under the left side of the
instrument panel
For maximum brake life, keep the brake systems properly maintained, and minimize
bake usage during taxi operations and landings.
Some of the symptoms of impending brake failure are: gradual decrease in braking
action after brake application, noisy or dragging brakes, soft of spongy pedals, and
excessive travel and weak braking action. If any of these symptoms appear, the brake
system is in need of immediate attention. If, during taxi or landing roll, braking action
decreases, let up on the pedals and hen re-apply the brakes with heavy pressure. If the
brakes become spongy or pedal travel increases, pumping the pedals should build
braking pressure. If one brake becomes weak or fails, use the other brake sparingly
while using opposite rudder, as required, to offset the good brake.
ELECTRICAL SYSTEM
Electrical energy (see figure 7-7) is supplied by a 14-volt, direct-current system powered
by an engine-driven 60-amp alternator. The 12-volt, 33-amp hour battery is located aft
of the rear cabin wall. Power is supplied to all electrical circuits through a split bus bar,
one side containing electronic system circuits and he other side having general electric
system circuits. Both sides of the bus are on at all times except when either an external
power source is connected or the starter switch is turned on; then a power contactor is
automatically activated to open the circuit to the electronic bus. Isolating the electronic
circuits in this manner prevents harmful transient voltages from damaging the
transistors in the electronic equipment.
MASTER SWITCH
The master switch is a split-rocker type switch labeled MASTER, and is ON in the up
position and OFF in the down position. The right half of the switch, labeled BAT,
controls all electrical power to the airplane. The left half, labeled ALT, controls the
alternator.
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CESSNA 177B
SECTION 7
Figure 7-7
Normally, both sides of the master switch should by used simultaneously; however, the
BAT side of the switch could be turned ON separately to check equipment when on the
ground. The ALT side of the switch, when placed in the OFF position, removes the
alternator from the electrical system. With this switch in the OFF position, the entire
electrical load is place on the battery. Continued operation with the alternator switch in
the OFF position will reduce power low enough to open the battery contactor, remove
power from the alternator field, and prevent alternator restart.
AMMETER
The ammeter indicates the flow of current, in amperes, from the alternator to the battery
or from the battery to the airplane electrical system. When the engine is operating and
the master switch is turned on, the ammeter indicates the charging rate applied to the
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CESSNA 177B
SECTION 7
battery. In the event the alternator is not functioning or the electrical load exceeds the
output of the alternator, the ammeter indicates the battery discharge rate.
OVER-VOLTAGE SENSOR AND WARNING LIGHT
The airplane is equipped with an automatic over-voltage protection system consisting of
an over-voltage sensor behind the instrument panel and a red warning light, labeled
HIGH VOLTAGE, near the ammeter.
In the event an over-voltage occurs, the over-voltage sensor automatically removes
alternator field current and shuts down the alternator. The red warning light will then
turn on, indicating to the pilot that the alternator is not operating and the battery is
supplying all electrical power.
The over-voltage sensor may be reset by turning the master switch off and back on
again. If the warning light does not illuminate, normal alternator charging has resumed;
however, if the light does illuminate again, a malfunction has occurred, and the flight
should be terminated as soon as possible.
The warning light may be tested by momentarily turning off the ALT portion of the
master switch and leaving the BAT portion turned on.
CIRCUIT BREAKERS AND FUSES
Most of the electrical circuits in the airplane are protected by “push-to-reset” circuit
breakers mounted on the right side of the instrument panel. Exception to this are the
battery contactor closing (external power) circuit, clock and flight hour recorder circuits
which have fuses mounted near the battery. The cigar lighter also has a manually reset
type circuit breaker mounted on the back of the lighter socket.
GROUND SERVICE PLUG RECEPTACLE
A ground service plug receptacle may be installed to permit the use of an external
power source for cold weather starting and during lengthy maintenance work on the
airplane electrical system (with the exception of electronic equipment) the receptacle is
located under a cover plane, on the cowling of the left side of the fuselage.
NOTE
Electrical power for the airplane electrical circuits is provided through a split bus bar
having all electronic circuits on one side of the bus and other electrical circuits on the
other side of the bus. When an external power source is connected, a contactor
automatically opens the circuit to the electronic portion of the split bus bar as a
protection against damage to the transistors in the electronic equipment by transient
voltages from the power source. Therefore, the external power source can not be used
as a source of power when checking electronic components.
Just before connecting an external power source (generator type or battery cart), the
master switch should be turned on.
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CESSNA 177B
SECTION 7
The ground service plug receptacle circuit incorporates a polarity reversal protection.
Power from the external power source will flow only if the ground service plug is
correctly connected to the airplane. If the plug is accidentally connected, backwards, no
power will flow to the electrical system, thereby preventing any damage to electrical
equipment.
The battery and external power circuits have been designed to completely eliminate the
need to “jumper” across the battery contactor to close it for charging a completely
“dead” battery. A special fused circuit in the external power system supplies the needed
“jumper” across the contacts so that with a “dead” battery and an external power source
applied, turning on the master switch will close the battery contactor.
LIGHTING SYSTEMS
EXTERION LIGHTING
Conventional navigation lights are located on the wing tips and top of the rudder.
Landing and taxi lights are installed in the nose cap, and a flashing beacon is mounted
on top of the vertical fin. Additional lighting is available and includes a strobe light on
each wing tip and two courtesy lights one under each wing, just outboard of the cabin
door. The courtesy lights are operated by a switch located on the left rear door post.
All exterior lights, except the courtesy lights, are controlled by rocker type switches on
the left switch and control panel. The switches are ON in the up position and OFF in the
down position.
The flashing beacon should not be used when flying through clouds or overcast; the
flashing light reflected from water droplets or particles in the atmosphere, particularly at
night, can produce vertigo and loss of orientation.
The two high intensity strobe lights will enhance anti-collision protection. However, the
lights should be turned off when taxiing in the vicinity of other aircraft, or during night
flight through clouds, fog or haze.
INTERIOR LIGHTS
Instrument and control panel lighting is provided by flood and integral lighting, with post
and electroluminescent lighting also available. All light intensity is rheostat controlled.
The light intensity in airplanes not equipped with electroluminescent lighting is controlled
by two rheostats and control knobs labeled PANEL LIGHTS and ENG-RADIO LIGHTS
on the left switch and control panel. If electroluminescent lighting is installed, the
rheostat and control knob labeled PANEL LIGHTS is replaced with dual rheostats and
two concentric control knobs. The concentric control knobs remain labeled PANEL
LIGHTS. If post lighting is installed, the overhead console will contain a slide-type
switch on the left side of the console. The switch is labeled PANEL LTS and its
positions are labeled FLOOD, BOTH, and POST. The POST and FLOOD positions will
select post or flood lighting respectively, and the BOTH position will select a
combination of post and flood lighting.
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CESSNA 177B
SECTION 7
Switches and controls on the lower part of the instrument panel may be lighted by
electroluminescent panels which do not require light bulbs for illumination. To utilize
this lighting, turn on the NAV light switch and adjust light intensity with the small (inner)
control knob labeled PANEL LIGHTS. Electroluminescent lighting is not affected by the
selection of post or flood lighting.
Instrument and control panel flood lighting consists of four red flood lights on the
underside of the ant-glare shield, and a single red flood light in the forward part of the
overhead console. To use flood lighting, place the PANEL LTS selector switch in the
FLOOD position and adjust light intensity with the PANEL LIGHTS rheostat control
knob.
The instrument panel may be equipped with post lights which are mounted at the edge
of each instrument or control and provide direct lighting. The lights are operated by
placing the PANEL LTS selector in the POST position and adjusting light intensity with
PANEL LIGHTS rheostat control knob. By placing the PANEL LTS selector switch in
the BOTH position, he post lights can be used in combination with the standard flood
lighting.
The engine instrument cluster, radio-equipment, and magnetic compass have integral
lighting and operate independently of post or flood lighting. The lighting intensity of
instrument cluster and radio lighting is controlled by the ENG-RADIO LIGHTS rheostat
control knob. Magnetic compass lighting intensity is controlled by the PANEL LIGHTS
rheostat control knob.
A cabin dome light is located in the aft part of the overhead console, and is operated by
a switch adjacent to the light. To turn the light on, move the switch to the right..
The instrument panel control pedestal may be equipped with a courtesy light, mounted
at its base, to illuminate the forward cabin floor area. This light is controlled by the
courtesy light switch on the left rear door post.
A control wheel map light is available and is mounted on the bottom of the pilot’s control
wheel. The light illuminates the lower portion of the cabin just forward of the pilot and is
helpful when checking maps and other flight data during night operations. To operate
the light, first turn on the NAV light switch; then adjust the map light’s intensity with the
knurled disk type rheostat control located at the bottom of the control wheel.
The most probable cause of a light failure is a burned-out bulb; however, in the event
any of the lighting systems fail to illuminate when turned on, check the appropriate
circuit breaker. If the circuit breaker has opened (whit button popped out (, and there is
no obvious indication of a short circuit (smoke or odor), turn off the light switch of the
affected lights, reset the breaker, and turn the switch on again. If the breaker opens
again, do not reset it.
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CESSNA 177B
SECTION 7
CABIN HEATING, VENTILATING AND DEFROSTING SYSTEM
The temperature and volume of airflow into the cabin can be regulated to an degree
desired by adjustment of a single push-pull control knob labeled CABIN AIR/HEAT (see
figure 7-8). When the knob is positioned full in, no air flows into the cabin. As the knob
is pulled out to approximately one inch of travel (as noted by a notch on the control
shaft), a flow of un-heated fresh air will enter the cabin. Further actuation of the control
know (past the notch) toward the full out position blends in heated air in increasing
amounts.
Figure 7-8 Cabin Heat, Ventilating and Defrosting System
Front cabin heat and ventilating air from the main head and ventilating system is
supplied by outlet holes spaced across a cabin manifold located just forward of and
above the pilot’s and copilot’s feet. Rear cabin head and air is supplied by two ducts
from the manifold, one extending down each side of the cabin of an outlet at the front
door post at floor level.
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CESSNA 177B
SECTION 7
Windshield defrost air is supplied from the same manifold which provides cabin air;
therefore, the temperature of the defrosting air is the same as cabin air. A push-pull
control knob, labeled DEFROSTER, regulates the volume of air to the windshield. Pull
the knob out as needed for defrosting.
Additional cabin ventilation can be obtained from two separately adjustable ventilators
above the pilot and front passenger. Two additional ventilators may be installed in the
rear cabin ceiling. While on the ground, or at speed up to 195 knots, ventilation airflow
can be increased through an openable vent window in each cabin door.
PITOT-STATIC SYSTEM AND INSTRUMENTS
The pitot-static system supplies ram air pressure to the airspeed indicator and static
pressure to the airspeed indicator, rate-of-climb indicator and altimeter. The system is
composed of a pitot tube mounted on the lower surface of the left wing, tow external
static ports, one on each side of the lower forward portion of the fuselage, and the
associated plumbing necessary to connect the instruments to the sources.
The airplane may also be equipped with a pitot heat system. The system consists of a
heating element in the pitot tube, a rocker-type switch labeled PITOT HEAT on the
lower left side of the instrument panel, a 10-amp circuit breaker on the lower right side
of the instrument pane, and associated wiring. When the pitot heat switch is turn on,
the element is the pitot tube is heated electrically to maintain proper operation in
possible icing conditions. Pitot heat should be used only as required.
A static pressure alternate source valve is installed in the left side of the instrument
panel for use when the external static source is malfunctioning. This valve supplies
static pressure from inside the rear fuselage instead of the external static ports. An
external condensate drain, located in the alternate source line under the floorboard is
provided for periodic draining of an moisture accumulation.
If erroneous instrument readings are suspected due to water or ice in the pressure lines
going to the standard external static pressure source, the alternate static source valve
should be pulled on.
Pressures within the rear fuselage will vary with open cabin ventilators and vent
windows. Refer to Section 5 for the effect of varying cabin pressures on airspeed and
altimeter readings.
AIRSPEED INDICATOR
The airspeed indicator is calibrated in knots and miles per hour. Limitations and range
markings include the white arc (47 to 90 knots), green arc (57 to 138 knots), yellow arc
(138 to 167 knots), and a red line (167 knots).
If a true airspeed indicator is installed, it is equipped with a rotatable ring which works in
conjunction with the airspeed indicator dial in a manner similar to the operation of a
flight computer. To operate the indicator, first rotate the ring until pressure altitude is
aligned with outside temperature in degrees Fahrenheit. Pressure altitude should not
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CESSNA 177B
SECTION 7
be confused with indicated altitude. To obtain pressure altitude, momentarily set the
barometric scale on the altimeter to 29.92 and read pressure altitude on the altimeter.
Be sure to return the altimeter barometric scale to the original barometric setting after
the pressure altitude has been obtained. Having se the ring to correct for altitude and
temperature, then read the airspeed shown on the rotatable ring by the indicator pointer.
For best accuracy, this indication should be corrected to calibrated airspeed by referring
t the Airspeed Calibration chart in Section 5. Knowing the calibrated airspeed, read true
airspeed on the ring opposite the calibrated airspeed.
RATE-OF-CLIMB INDICATOR
The rate-of-climb indicator depicts airplane rate of climb or descent in feet per minute.
The pointer is actuated by atmospheric pressure changes resulting from changes of
altitude as supplied by static sources.
ALTIMETER
Airplane altitude is depicted by a barometric type altimeter. A knob near the lower left
portion of the indicator provides adjustment of the instrument’s barometric scale to the
current altimeter setting.
VACUUM SYSTEM AND INSTRUMENTS
An engine-driven vacuum system (see figure 7-9) is available and provides the suction
necessary to operate the attitude indicator and directional indicator. The system
consists of a vacuum pump mounted on the engine, a vacuum relief valve and vacuum
system air filter on the aft side of the firewall below the instrument pane, and the
instruments (including a suction gage) on the left side of the instrument panel.
ATTITUDE INDICATOR
An attitude indicator is available and gives a visual indication of flight attitude. Bank
attitude is presented by a pointer at the opt of the indicator relative to the bank scale
which has index marks at 10°, 20°, 30°, 60°, and 90° either side of center mark. Pitch
and roll attitudes are presented by a miniature airplane in relation to the horizon bar. A
knob at the bottom of the instrument is provided for in-flight adjustment of the miniature
airplane to the horizon bar for a more accurate flight attitude indication.
DIRECTIONAL INDICATOR
A directional indicator is available and displays airplane heading on a compass card in
relation to a fixed simulated airplane image and index. The directional indicator will
precess slightly over a period of time. Therefore, the compass card should be set in
accordance with the magnetic compass just prior to takeoff and occasionally re-adjusted
on extended flights. A knob on the lower left edge of the instrument is used to adjust
the compass card to correct for any precession.
SUCTION GAGE
A suction gage is located at the upper left edge of the instrument panel when the
airplane is equipped with a vacuum system. Suction available for operation of the
attitude indicator and directional indicator is shown by this gage, which is calibrated in
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CESSNA 177B
SECTION 7
inches of mercury. The desired suction range is 4.6 to 5.4 inches of mercury. A suction
reading below this range may indicate a system malfunction, or improper adjustment,
and in this case, the indicators should no be considered reliable.
Figure 7-9 Vacuum System
STALL WARNING SYSTEM
The airplane is equipped with a pneumatic-type stall warning system consisting of an
inlet in the leading edge of the left wing, and air-operated horn near the upper left corner
of the windshield, and associated plumbing. As the airplane approaches a stall, the low
pressure on the upper surface of the wings moves forward around the leading edge of
the wings. This low pressure creates a differential pressure in the stall warning system
which draws air through the warning horn, resulting in an audible warning at 5 to 10
knots above stall in all flight conditions.
The stall warning system should be checked during the preflight inspection by placing a
clean handkerchief over the vent opening and applying a suction. A sound from the
warning horn will confirm that the system is operative.
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CESSNA 177B
SECTION 7
AVIIONICS SUPPORT EQUIPMENT.
The airplane may, at the owner’s discretion, be equipped with various types of avionics
support equipment such as an audio control panel, microphone-headsets, and static
dischargers. The following paragraphs discuss these items.
Figure 7-10 Audio Control Panel
AUDIO CONTROL PANEL
Operation of radio equipment is covered in Section 9 of this handbook. When one or
more radios are installed, a transmitter/audio switching system is provided (see figure 710). The operation of this switching system is described in the following paragraphs.
TRANSMITTER SELECTOR SWITCH
A rotary type transmitter selector switch, labeled XMTER SEL, is provided to connect
the microphone to the transmitter the pilot desires to use. To select a transmitter, rotate
the switch to the number corresponding to that transmitter. The numbers 1, 2, and 3
above the switch correspond to the top, second, and third transceivers in the avionics
stack.
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CESSNA 177B
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An audio amplifier is required for speaker operation, and is automatically selected,
along with the transmitter, by the transmitter selector switch. As an example, if the
number 1 transmitter selector is selected, the audio amplifier in the associated NAV /
COM receiver is also selected, and functions as the amplifier for ALL speaker audio. In
the event the audio amplifier in use fails, as evidenced by loss of all speaker audio,
select another transmitter. This should re-establish speaker audio. Headset audio is
not affected by audio amplifier operation.
AUTOMATIC AUDIO SELECTOR SWITCH
A toggle switch, labeled AUTO, can be used to automatically match the appropriate
NAV / COM receiver audio to the transmitter being selected. To utilize this automatic
feature, leave all NAV / COM receiver switches in the OFF (center) position and place
the AUTO selector switch in either the SPEAKER or PHONE position, as desired. Once
the AUTO selector switch is positioned, the pilot may select any transmitter and its
associated NAV / COM receiver audio simultaneously with the transmitter selector
switch. If automatic audio selection is not desired, the AUTO selector switch should be
placed in the OFF (center) position.
AUDIO SELECTOR SWITCHES
The audio selector switches, labeled NAV / COM 1, 2, and 3 and ADF 1 and 2, allow the
pilot to initially pre-tune all NAV / COM and ADF receivers and then individually select
and listen to any receiver or combination of receivers. To listen to a specific receiver,
first check that the AUTO selector switch is in the OFF (center) position, then place the
audio selector switch corresponding to that receiver in either the SPEAKER (up) or
PHONE (down) position. To turn off the audio of the selected receiver, place that switch
in the OFF (center) position. If desired, the audio selector switches can be positioned to
permit the pilot to listen to one receiver on a headset while the passengers listen to
another receiver on the airplane speaker.
The ADF 1 and 2 switches may be used anytime ADF audio is desired. If the pilot wants
only ADF audio, for station identification or other reasons, the AUTO selector switch (if
in use) and all other audio selector switches should be in the OFF position. If
simultaneous ADF and NAV / COM audio is acceptable to the pilot, no changes in the
existing switch positions is required. Place the ADF 1 or 2 switch in either the
SPEAKER or PHONE position and adjust radio volume as desired.
NOTE
If the NAV / COM audio selector switch corresponding to the selected transmitter is in
the PHONE position with AUTO selector switch in the SPEAKER position, all audio
selector switches placed in the PHONE position will automatically be connected to the
airplane speaker and any headsets in use.
MICROPHONE-HEADSET
The microphone-headset combination consist of the microphone and headset combined
in a single unit and microphone keying switch located on the left side of the pilot’s
7-28
CESSNA 177B
SECTION 7
control wheel.
The microphone-headset permits the pilot to conduct radio
communications without interrupting other control operations to handle a hand-held
microphone. Also, passengers need not listen to all communications. The microphone
and headset jacks are located near the lower left corner of the instrument panel.
STATIC DISCHARGERS
If frequent IFR flights are planned, installation of wick-type static dischargers is
recommended to improve radio communications during flight through dust or various
forms of precipitation (rain, snow, or ice crystals). Under these conditions, the build-up
and discharge of static electricity from the trailing edges of the wigs, rudder, stabilator,
propeller tip, and radio antennas can result in loss of usable radio signals on all
communications and navigation radio equipment. Usually the ADF is the first to be
affected and VHF communication equipment is the last to be affected.
Installation of static dischargers reduces interference from the precipitation static, but it
is possible to encounter sever precipitation static conditions which might cause the loss
of radio signals, even with static discharger installed. Whenever possible, avoid known
severe precipitation areas to prevent loss of dependable radio signals. If avoidance is
impractical, minimize airspeed and anticipate temporary loss of radio signals while in
these areas.
7-29
CESSNA 177B
SECTION 8
HANDLING, SERVICE
AND MAINTENANCE
SECTION 8
HANDLING, SERVICE AND
MAINTENANCE
TABLE OF CONTENTS
Introduction ---------------------------------------------------------------------8-2
Identification Plate ------------------------------------------------------------8-2
Owner Follow-Up System---------------------------------------------------8-2
Publications ---------------------------------------------------------------8-2
Airplane File --------------------------------------------------------------------8-3
Airplane Inspection Periods ------------------------------------------------8-3
FAA Required Inspections---------------------------------------------8-3
Cessna Progressive Care ---------------------------------------------8-4
Cessna Customer Care Program------------------------------------8-4
Pilot Conducted Preventive Maintenance-------------------------------8-5
Alterations or Repairs --------------------------------------------------------8-5
Ground Handling --------------------------------------------------------------8-5
Towing----------------------------------------------------------------------8-5
Parking ---------------------------------------------------------------------8-5
Tie-Down ------------------------------------------------------------------8-6
Jacking ---------------------------------------------------------------------8-6
Leveling --------------------------------------------------------------------8-6
Flyable Storage ----------------------------------------------------------8-7
Servicing ------------------------------------------------------------------------8-7
Engine Oil -----------------------------------------------------------------8-8
Fuel -------------------------------------------------------------------------8-8
Landing Gear -------------------------------------------------------------8-9
Cleaning and Care------------------------------------------------------------8-9
Windshield – Windows -------------------------------------------------8-9
Painted Surfaces ------------------------------------------------------ 8-10
Propeller Care ---------------------------------------------------------- 8-10
Engine Care------------------------------------------------------------- 8-10
Interior Care------------------------------------------------------------- 8-11
8-1
CESSNA 177B
SECTION 8
HANDLING, SERVICE
AND MAINTENANCE
INTRODUCTION
This section contains factor-recommended procedures for proper ground handling and
routine care and servicing of your Cessna. It also identifies certain inspection and
maintenance requirements which must be followed if your airplane is to retain that newplane performance and dependability. It is wise to follow a planned schedule of
lubrication and preventive maintenance based on climatic and flying conditions
encountered in your locality.
Keep in touch with your Cessna dealer and take advantage of his knowledge and
experience. He knows your airplane and how to maintain it. He will remind you when
lubrications and oil changes are necessary and about other seasonal and periodic
services.
IDENTIFICATION PLATE
All correspondence regarding your airplane should include the SERIAL NUMBER. The
Serial Number, Model Number, Production Certificate Number (PC) and type Certificate
(TC) can be found on the Identification Plate, located on the upper part of the left
forward doorpost. Located on the lower forward edge of the left cabin door is a Finish
and Trim Plate which contains a code describing the interior color scheme and exterior
paint combination of the airplane. The code may be used in conjunction with an
applicable Parts Catalog if finish and trim information is needed.
OWNER FOLLOW-UP SYSTEM
Your Cessna Dealer has an Owner Follow-Up System to notify you when he receives
information that applies to your Cessna. In addition, if you wish, you may choose to
receive similar notification, in eh form of Service Letters, directly from the Cessna
Customer Services Department. A subscription form is supplied in your Customer Care
Program book for your use, should you choose to request this service. Your Cessna
Dealer will be glad to supply you with details concerning these follow-up programs, and
stands ready, through his Service Department, to supply you with fast, efficient, low-cost
service.
PUBLICATIONS
Various publications and flight operation aids are furnished in the airplane when
delivered from the factory. These items are listed below:
¾ CUSTOMER CARE PROGRAM BOOK
¾ PILOT’S OPERATING HANDBOOK/SUPPLEMENTS FOR YOUR:
O AIRPLANE
O AVIOINICS AND AUTOPILOT
¾ PILOT’S CHECKLISTS
¾ POWER COMPUTER
¾ SALES AND SERVICE DEALER DIRECTORY
The following additional publications, plus many other supplies that are applicable to
your airplane, are available from your Cessna Dealer:
8-2
CESSNA 177B
SECTION 8
HANDLING, SERVICE
AND MAINTENANCE
¾ SERVICE MANUALS AND PARTS CATALOGS FOR YOUR:
O AIRPLANE
O ENGINE AND ACCESSORIES
O AVIONICS AND AUTOPILOT
Your Cessna Dealer has a Customer Care Supplies Catalog covering all available
items, many of which he keeps on hand. He will be happy place an order for any item
which is not in stock.
AIRPLANE FILE
There are miscellaneous data, information and licenses that are part of the airplane file.
The following is a checklist for that file. In addition, a periodic check should be made of
the latest Federal Regulations to ensure that all data requirements are met.
1. To be displayed in the airplane at all times:
a. Aircraft Airworthiness Certificate (FAA Form 8100-2)
b. Aircraft Registration Certificate (FAA Form 8050-3)
c. Aircraft Radio Station License, if transmitter installed (FCC Form 556)
2. To be carried in the airplane at all times
a. Weight and Balance, and associated papers (latest copy of the Repair and
Alteration Form, FAA Form 337, if applicable)
b. Equipment List
3. To be made available upon request:
a. Airplane Log Book
b. Engine Log Book
Most of the items listed are required by the United States Federal Regulations. Since
the regulations of other may require other documents and data, owners of airplanes not
registered in the United States should check with their own aviation officials to
determine their individual requirements.
Cessna recommends that these items, plus the Pilot’s Operating Handbook, Pilot’s
Checklists, Power Computer, Customer Care Program boo, and Customer Care Card
be carried in the airplane at all times.
AIRPLANE INSPECTION PERIODS
FAA REQUIRED INSPECTIONS
As required by Federal Aviation Regulations, all civil aircraft of U.S. Registry must
undergo a complete inspection (annual) each twelve calendar months. In addition to
the required ANNUAL inspection, aircraft operated commercially (for hire) must have a
complete inspection every 100 hours of operation.
The FAA may require other inspections by the issuance of airworthiness directives
applicable to the airplane, engine, propeller and components. It is the responsibility of
8-3
CESSNA 177B
SECTION 8
HANDLING, SERVICE
AND MAINTENANCE
the owner/operator to ensure compliance with all applicable airworthiness directives
and, when the inspections are repetitive, to take appropriate steps to prevent
inadvertent noncompliance.
In lieu of the 100 HOUR and ANNUAL inspection requirements, an airplane may be
inspected in accordance with a progressive inspection schedule which allows he work to
be divided up into smaller operations that can be accomplished in shorter time periods.
The CESSNA PROGRESSIVE CARE PROGRAM has been developed to provide a
modern progressive inspection schedule that satisfies the complete airplane inspection
requirements of both the 100 HOURS and ANNUAL inspections applicable to Cessna
airplanes. The program assists the owner in his responsibility to comply with all FAA
inspection requirements, while ensuring timely replacement of life-limited parts and
adherence to factor-recommended inspection intervals and maintenance procedures.
CESSNA PROGRESSIVE CARE
The Cessna Progressive Care Program has been designed to help you realize
maximum utilization or your airplane at minimum cost and downtime. Under this
program, your airplane is inspected and maintained in four operations at 50-hour
intervals during a 200-hour period. The operations are recycled each 200 hours and
ore recoded in a specially provided Aircraft Inspection Log as each operation is
conducted.
The Cessna Aircraft Company recommends Progressive Care for aircraft that are being
flown 200 hours or more per hear, and the 100-hour inspection for all other airplanes.
The procedures for the Progressive Care Program and the 100-hour inspection have
been carefully worked out by the factory and are followed by the Cessna Dealer
Organization. The complete familiarity of Cessna Dealers with Cessna equipment and
factory-approved procedures provides he highest level of service possible as lower cost
to Cessna owners.
Regardless of the inspection method selected by the owner, he should keep in mind
that FAR Part 43 and FAR Part 91 establishes the requirement hat properly certified
agencies or personnel accomplish all required FAA inspections and most of the
manufacturer recommended inspections.
CESSNA CUSTOMER CARE PROGRAM
Specific benefits and provisions of the CESSNA WARRANTY plus other important
benefits for you are contained in your CUSTOMER CARE PROGRAM book supplied
with your airplane. You will want to thoroughly review your Customer Care Program
book and keep it in your airplane at all times.
Coupons attached to the Program book entitle your to an initial inspection and either a
Progressive Care Operation No. 1 or the first 100-hour inspection within the first 6
months of ownership at not charge to you. If you take delivery from your Dealer, the
initial inspection will have been performed before delivery of the airplane to you. If you
8-4
CESSNA 177B
SECTION 8
HANDLING, SERVICE
AND MAINTENANCE
pick up your airplane at the factory, plan to take it to your Dealer reasonably soon after
you take deliver, so the initial inspection may be performed allowing the Dealer to make
any minor adjustments which may be necessary.
You will also want to return to your Dealer either at 50 hours or your first Progressive
Care Operation, or at 100 hours for your first 100-hour inspection depending on which
program you choose to establish for your airplane. While these important inspections
will be performed for you by any Cessna Dealer, in most cases you will prefer to have
the Dealer from whom you purchased the airplane accomplish this work.
PILOT CONDUCTED PREVENTIVE MANITENANCE
A certified pilot who owns or operates an airplane no used as an air carrier is authorized
by FAR Part 43 to perform limited maintenance on his airplane. Refer to FAR Part 43
for a list of the specific maintenance operation which are allowed.
NOTE
Pilots operating airplanes of other than U. S. registry should refer to the regulations of
the country of certification for information on preventive maintenance that may be
performed by pilots.
A Service Manual should be obtained prior to performing any preventive maintenance to
ensure that proper procedures are followed. Your Cessna Dealer should be contacted
for further information or for required maintenance which must be accomplished by
appropriately licensed personnel.
ALTERATIONS OR REPAIRS
It is essential that the FAA be contacted prior to any alteration on the airplane to ensure
that airworthiness of the airplane is not violated. Alterations or repairs to the airplane
must be accomplished by licensed personnel.
GROUND HANDLING
TOWING
The airplane is most easily and safely maneuvered by hand with the tow-bar attached to
the nose wheel. When towing with a vehicle, do not exceed the nose gear turning angle
of 45° either side of center or damage to the gear will result. If the airplane is towed or
pushed over a rough surface during hangaring, watch that the normal cushioning action
of the nose strut does not cause excessive vertical movement of the tail and resulting
contact with low hangar doors or structure. A flat nose tire or deflated strut will also
increase tail height.
PARKING
When parking the airplane, head into the wind and set the parking brakes. Do not set
the parking brakes during cold weather when accumulated moisture my freeze the
brakes, or when the brakes are overheated. Close the cowl flaps, install the control
8-5
CESSNA 177B
SECTION 8
HANDLING, SERVICE
AND MAINTENANCE
wheel lock and chock the wheels. In severe weather and high wind conditions, tie the
airplane down as outlined in the following paragraph.
TIE-DOWN
Proper tie-down procedure is the best precaution against damage to the parked airplane
by gusty or strong winds. To tie down he airplane securely, proceed as follows.
1. Set the parking brake and install the control wheel lock
2. Install a surface control lock over the fin and rudder
3. Tie sufficiently strong ropes or chains (700 pounds tensile strength) to the wings
and tail tie-down fittings and secure each rope to a ramp tie-down
4. Tie a rope (no chains or cables) to the nose gear strut and secure to a ramp tiedown
5. Install a pitot tube cover.
JACKING
When a requirement exists to jack the entire airplane off the ground, or when wing jack
points are used in the jacking operation, refer to the Service Manual for specific
procedures and equipment needed.
A jack pad assembly is available to facilitate jacking individual main gear. Prior to the
jacking operation, the strut-to-fuselage fairing must be removed. With this fairing
removed, the jack pad is then inserted on the tube in the area between the fuselage and
the upper end of the tube faring, and the gear jacked as required. When using the
individual main jack point, flexibility of the gear strut will cause the main wheel to slide
inboard as the wheel is raised, tilting the jack. The jack must then be lowered for a
second jacking operation. Do not jack both main wheels simultaneously using individual
main gear jack pads.
NOTE
Do not apply pressure on the outboard stabilator surfaces. When pushing on the
tailcone, always apply pressure at a bulkhead to avoid buckling the skin
To assist in raising and holding the nose wheel off the ground, weight down the tail by
placing sand-bags, or suitable weights, on each side of the stabilator, next to the
fuselage. If ground anchors are available, the tail should be securely tied down.
NOTE
Ensure that the nose will be held off the ground under all conditions by means of
suitable stands or supports under weight supporting bulkheads near the nose of the
airplane.
LEVELING
Longitudinal leveling of the airplane is accomplished by placing a level on leveling
screws on the side of the tailcone. Deflate the nose tire and/or raise the nose strut to
8-6
CESSNA 177B
SECTION 8
HANDLING, SERVICE
AND MAINTENANCE
properly center the bubble in the level. A level placed across the front seat rails, at
corresponding points, is used to level the airplane laterally.
FLYABLE STORAGE
Airplanes placed in non-operational storage for a maximum of 30 days or those which
receive only intermittent operations use for the first 25 hours are considered in flyable
storage status. Every seventh day during these periods, the propeller should be rotated
by hand through five revolutions. This action “limbers” the oil and prevents any
accumulation of corrosion on engine cylinder walls.
WARNING
For maximum safety, check that the ignition switch is OFF, the throttle is closed, the
mixture control is in the idle cut-off position, and the airplane is secured before rotating
the propeller by hand. Do not stand within the arc of the propeller blades while turning
the propeller.
After 30 days, the airplane should be flow for 30 minutes or a ground runup should be
make just long enough to produce an oil temperature within the lower green arc range.
Excessive ground runup should be avoided.
Engine runup also helps to eliminate excessive accumulation of water in the fuel system
and other air spaces in the engine. Keep fuel tanks full to minimize condensation in the
tanks. Keep the battery fully charged to prevent the electrolyte from freezing in cold
weather. If the airplane is to be stored temporarily, or indefinitely, refer to the Service
Manual for proper storage procedures.
SERVICING
In addition to the PREFLIGHT INSPECTION covered in Section 4, COMPLETE
servicing, inspection, and test requirements for your airplane are detailed in the Service
manual. The Service Manual outlines all items which require attention at 50, 100, and
200 hour intervals plus those items which require servicing, inspection, and/or testing at
special intervals.
Since Cessna Dealers conduct all service, inspection, and test procedures in
accordance with applicable Service Manuals, it is recommended that you contact your
Cessna Dealer concerning these requirements and begin scheduling your airplane for
service at the recommended intervals.
Cessna Progressive Care ensures that these requirements are accomplished at the
required intervals to comply with the 100-hour or ANNUAL inspection as previously
covered.
Depending on various flight operations, your local Government Aviation Agency may
require additional service, inspections, or tests. For these regulatory requirements,
owners should check with local aviation officials where the airplane is being operated.
8-7
CESSNA 177B
SECTION 8
HANDLING, SERVICE
AND MAINTENANCE
For quick and ready reference, quantities, materials, and specifications for frequently
used service items are as follows.
ENGINE OIL
GRADE AND VISCOSITY FOR TEMPERATURE RANGE - The airplane was delivered from the factory with a corrosion preventive engine oil. This
oil should be drained after the first 25 hours of operation and the following oils used as
specified for the average ambient air temperature in the operating area.
MIL-L-6082 Aviation Grade Straight Mineral Oil: Use to replenish supply during the first
25 hours and at the first 25-hour oil change. Continue to use until a total of 50 hours
has accumulated or oil consumption has stabilized.
SAE 50 above 16°C (60°F)
MIL –L-22851 Ashless Dispersant Oil: This oil must be used after the first 50 hours or oil
consumption has stabilized.
SAE 40 or SAE 50 above 16°C (60°F)
CAPACITY OF ENGINE SUMP – 8 Quarts
Do not operate on less than 6 quarts. To minimize lass of oil through the breather, fill to
7 quarts for normal flights of less than 3 hours. For extended flight, fill to 8 quarts.
These quantities refer to oil dipstick readings. During oil and oil filter changes, one
additional quart is required when the filter element is changed.
OIL AND OIL FILTER CHANGE
After the first 25 hours of operation, drain engine oil sump and oil cooler, clean the oil
suction strainer, and change the filter element. Refill sump with straight mineral oil and
use until a total of 50 hours has accumulated or oil consumption has stabilized; then
change to dispersant oil. Drain the engine oil sump and oil cooler, clean the oil suction
strainer, and change the filter element each 50 hours thereafter. The oil change interval
may be extended to 100-hour intervals, provided the oil filter element is changed at 50hours intervals. Change engine oil at least every six months even Though less than the
recommended hours have accumulated. Reduce intervals for prolonged operation in
dusty areas, cold climates, or when short flights and long idle periods result in sludging
conditions.
FUEL
APPROVED FUEL GRADES (AND COLORS) - 8-8
CESSNA 177B
SECTION 8
HANDLING, SERVICE
AND MAINTENANCE
100 (Formerly 100 / 130) Grade Aviation Fuel (Green)
CAPACITY OF EACH STANDARD TANK - - 25 Gallons
CAPACITY OF EACH LONG RANGE TANK - - 30.5 Gallons
REDUCED CAPACITY, STANDARD AND LONG RANGE (INDICATED BY SMALL
HOLES INSIDE FILLER NECK - - 22 Gallons
NOTE
To ensure desired fuel capacity when refueling, place the fuel selector valve in either
LEFT or RIGHT position to prevent cross-feeding.
LANDING GEAR
NOSE WHEEL TIRE PRESSURE - - 35 psi on 5.00-5, 4-Ply Rated Tire
MAIN WHEEL TIRE PRESSURE - - 30 psi on 6.00-6, 6-Ply Rated Tire
NOSE GEAR SHOCK STRUT - Keep filled with MIL-H-5506 hydraulic fluid and inflated with air to 40 psi.
CLEANING AND CARE
WINDSHIELD – WINDOWS
The plastic windshield and windows should by cleaned with an aircraft windshield
cleaner. Apply the cleaner sparingly with soft cloths and rub with moderate pressure
until all dirt, oil scum and bug stains are removed. Allow the cleaner to dry, then wipe it
off with soft flannel cloths.
If a windshield cleaner is not available, the plastic an be cleaned with soft cloths
moistened with Stoddard solvent to remove oil and grease.
NOTE
Never use gasoline, benzene, alcohol, acetone, carbon tetrachloride, fire extinguisher or
anti-ice fluid, laquer thinner or glass cleaner to clean the plastic. These materials will
attack the plastic and may cause it to craze.
Follow by carefully washing with a mild detergent and plenty of water. Rinse
thoroughly, then dry with a clean moist chamois. Do not rub the plastic with dry cloth
since this builds up an electrostatic charge which attracts dust. Waxing with a good
commercial was will finish the cleaning job. A thin, even coat of was, polished out by
hand with soft flannel cloths, will fill in minor scratches and help prevent further
scratching.
Do not use a canvas cover on the windshield unless freezing rain or sleet is anticipated
since the cover may scratch the plastic surface.
8-9
CESSNA 177B
SECTION 8
HANDLING, SERVICE
AND MAINTENANCE
PAINTED SURFACES
The painted exterior surfaces of your new Cessna have a durable, long lasting finish
and, under normal conditions, require no polishing or buffing. Approximately 15 days
are required for the paint to cure completely; in most cases, the curing period will have
been completed prior to delivery of the airplane. In the event that polishing or buffing is
required within the curing period, it is recommended that the work be done by someone
experienced in handling uncured paint. Any Cessna dealer can accomplish this work.
Generally, the painted surfaces can be kept bright by washing with water and mild soap,
followed by a rinse with water and drying with cloths or a chamois. Harsh or abrasive
soaps or detergents which cause corrosion or scratches should never be used.
Remove stubborn oil grease with a cloth moistened with Stoddard solvent.
Waxing is unnecessary to keep the painted surfaces bright. However, if desired, the
airplane may be waxed with a good automotive wax. A heavier coating on the leading
edges of the wings and tail and on the engine nose cap and propeller spinner will help
reduce the abrasion encountered in these areas.
When the airplane is parked outside in cold climates and it is necessary to remove ice
before flight, care should be taken to protect the painted surfaces during ice removal
with chemical liquids. A 50-50 solution of isopropyl alcohol and water will satisfactorily
remove ice accumulations without damaging the paint. A solution with more than 50%
alcohol is harmful and should be avoided. While applying the de-icing solution, keep it
away from the windshield and cabin windows since the alcohol will attack the plastic
and may cause it to craze.
PROPELLER CARE
Preflight inspection of propeller blades for nicks, and wiping them occasionally with an
oily cloth to clean off grass and bug stains will assure long, trouble-free service. Small
nicks on the propeller, particularly near the tips and on the leading edges, should be
dressed out as soon as possible since these nicks produce stress concentrations, and if
ignored, my result in cracks. Never use an alkaline cleaner on the blades; remove
grease and dirt with carbon tetrachloride or Stoddard solvent.
ENGINE CARE
The engine may be cleaned with Stoddard solvent, or equivalent, then dried thoroughly
CAUTION
Particular care should be given to electrical equipment before cleaning. Cleaning fluids
should not be allowed to enter magnetos, starter alternator and the like. Protect these
components before saturating the engine with solvents. All other openings should also
be covered before cleaning the engine assembly. Caustic cleaning solutions should be
used cautiously and should always be properly neutralized after their use.
8-10
CESSNA 177B
SECTION 8
HANDLING, SERVICE
AND MAINTENANCE
INTERIOR CARE
To remove dust and loose dire from the upholstery and carpet, clean the interior
regularly with a vacuum cleaner.
Blot up any spilled liquid promptly with cleansing tissues or rags. Don’t pat the spot;
press the blotting material firmly and fold it for several seconds. Continue blotting until
no more liquid is taken up. Scrape off sticky materials with a dull knife then spot-clean
the area.
Oily spots may be cleaned with household spot removers, used sparingly. Before using
any solvent, read the instruction on the container and test it on an obscure place on the
fabric to be cleaned. Never saturate the fabric with a volatile solvent; it may damage
the padding and backing materials.
Soiled upholstery and carpet may be cleaned with foam-type detergent, used according
to the manufacturer’s instructions. To minimize wetting the fabric, keep the foam as dry
as possible and remove it with a vacuum cleaner.
If your airplane is equipped with leather seating, cleaning of the seats is accomplished
using a soft cloth or sponge dipped in mild soap suds. The soap suds, used sparingly,
will remove traces of dirt and grease. The soap should be removed with a clean damp
cloth.
The plastic trim, headliner, instrument panel and control knobs need only be wiped off
with a damp cloth. Oil and grease on the control wheel and control knobs can be
removed with a cloth moistened with Stoddard solvent. Volatile solvents, such as
mentioned in paragraphs on care of the windshield, must never be used since they
soften and craze the plastic.
8-11
CESSNA 177B
SECTION 9
SUPPLEMENTS
OPTIONAL SYSTEMS DESCRIPTIONS
& OPERATING PROCEDURES
SECTION 9
SUPPLEMENTS
OPTIONAL SYSTEMS DESCRIPTION&
OPERATING PROCEDURES
TABLE OF CONTENTS
Introduction ---------------------------------------------------------------------9-1
Supplements -------------------------------------------------------------------9-2
Emergency Locater Transmitter (ELT) -----------------------------9-4
Cessna 300 Nav/Com (Type RT-308C)----------------------------9-4
Cessna 300 Nav/Com (Type RT 328 T) ---------------------------9-4
Cessna 300 ADF (Type R-546E) ------------------------------------9-4
Cessna 300 Transponder (Type RT-359A) and Optional
Encoding Altimeter (Type EA-401A) -------------------------------------9-4
Encoding Altimeter (Blind) --------------------------------------------------9-4
Encoding Altimeter (Type EA-401A) -------------------------------------9-4
Encoding Altimeter (Blind) --------------------------------------------------9-4
Cessna 400 Marker Beacon (Type-402A) -------------------------9-4
Cessna 400 Glide Slope (Type R-402A)---------------------------9-4
DME (Type 190) ---------------------------------------------------------9-4
HF Transceiver (Type PT 10-A)--------------------------------------9-4
SSB HF Transceiver (Type ASB-125)------------------------------9-4
Cessna 200 A Autopilot (Type AF 295B) --------------------------9-4
Cessna 200 A Autopilot (Type AF 395A ---------------------------9-4
NOTE: MARKED-OUT EQUIPMENT IS NOT INSTALLED ON N10PF.
INTRODUCTION
This section consists of a series of supplements, each covering a single optional system
which may be installed in the airplane. Each supplement contains a brief description,
and when applicable, operating limitations, emergency and normal procedures, and
performance. Other routinely installed items of optional equipment, whose function and
operation do not require detailed instructions, are discussed in Section 7.
9-1
CESSNA 177B
SECTION 9
SUPPLEMENTS
SUPPLEMENT
EMERGENCY LOCATOR TRANSMITTER
(ELT)
SECTION 1
GENERAL
The ELT consists of a self-contained dual-frequency radio transmitter and battery power
supply, and is activated by an impact of 5 G or more as may be experienced in a crash
landing. The ELT emits an omni-directional signal on the international distress
frequencies of 121.4 and 243.0 MHz. (Some ELT units in export aircraft transmit only
on 121.5 MHz). General aviation and commercial aircraft, the FAA and CAO monitor
121.5 MHz and 243.0 MHz is monitored by the military. Following a crash landing the
ELT will provide line-of-sight transmission up to 100 miles at 10,000 feet. The duration
of ELT transmissions is affected by ambient temperature. At temperatures of +21° to
+54°C (+70° to 130°F) continuous transmission for 115 hours can be expected; a
temperature of -40°C (-40°F) will shorten the duration to 70 hours.
The ELT is readily identified as a bright orange unit mounted behind the baggage
compartment wall in the tailcone. To gain access to the unit, remove the baggage
compartment wall. The ELT is operated by a control panel at the forward facing end of
the unit (see figure 1)
SECTION 2
LIMITATIONS
There is no change to the airplane limitations when this equipment is installed.
1. COVER – Remove for access to battery
2. FUNCTION SELECTOR SWITCH (3position toggle switch)
-ON – activates transmitter instantly. Used
for test purposes and if “g” switch in
inoperative
-OFF – Deactivates transmitter.
Used
during shipping, storage and following
rescue
-ARM – activates transmitter only when “g”
switch receives 5g or more impact.
3. ANTENNA RECEPTACLE – Connection
to antenna mounted on top of tailcone.
Figure 1 ELT Control Panel
9-2
CESSNA 177B
SECTION 9
SUPPLEMENTS
SECTION 3
Immediately after a forced landing where emergency assistance is required, the ELT
should be utilized as follows:
1. ENSURE ELT ACTIVATION: Turn a radio transceiver ON and select 121.5 MHz.
If the ELT can be heard transmitting, it was activated by the “g” switch and is
functioning properly. If no emergency tone is audible, gain access to the ELT
and place the function selector switch in the ON position.
2. PRIOR TO SIGHTING RESCUE AIRCRAFT: Conserve airplane battery. Do not
activate radio transceiver.
3. AFTER SIGHTING RESCUE AIRCRAFT: Place ELT function selector switch in
the OFF position, preventing radio interference. Attempt contact with rescuer
with the radio transceiver set to a frequency of 121.5 MHz. If no contact is
established, return the function selector switch to ON immediately.
4. FOLLOWIING RESCUE: Place ELT function selector switch in the OFF position,
terminating emergency transmissions.
SECTION 4
NORMAL PROCEDURES
As long as the function selector switch remains in the ARM position, the ELT
automatically activates following an impact of 5g or more over a short period of time.
Following a lighting strike, or an exceptionally hard landing, the ELT may activate
although no emergency exists. To check your ELT for inadvertent activation, select
121.5 MHz on your radio transceiver and listen for an emergency tone transmission. If
the ELT can be heard transmitting, place the function selector in the OFF position and
the tone should cease. Immediately place the function selector switch in the ARM
position to re-set the ELT for normal operation.
SECTION 5
PERFORMANCE
There is no change to the airplane performance data when this equipment is installed.
9-3
CESSNA 177B
SECTION 9
SUPPLEMENTS
SUPPLEMENT
The following equipment is not installed.
CESSNA 300 NAV / COM (COM/VOR, No LOC – Type RT-308C)
CESSNA 300 NAV / COM (720 Channel – Type RT-328T)
CESSNA 300 ADF (Type R-546E)
CESSNA 300 TRANSPONDER (Type RT-359A) AND OPTIONAL
ENCODING ALTIMETER (TYPE EA-401A)
ENCODING ALTIMETER (BLIND)
ENCODING ALTIMETER (TYPE EA-401A)
ENCODING ALTIMETER (BLIND)
CESSNA 400 MARKER BEACON (Type R-402A)
CESSNA 400 GLIDESLOPE (Type R-443B)
DME (Type 190)
HF TRANSCEIVER (TYPE PT10-A)
SSB HF TRANSCEIVER (TYPE ASB-125)
CESSNA NAVOMATIC 200A AUTOPILOT (TYPE AF-295B)
CESSNA NAVOMATIC 300A AUTOPILOT (TYPE AF-395A)
9-4

Cessna 177 - Flying Club of Kansas City

Transcription

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